Automatic transmission

ABSTRACT

An automatic transmission includes a planetary gear arrangement, and a plurality of engaging elements each arranged to vary an engagement state among the rotating elements of the planetary gear arrangement in such a manner to establish a normal gear ratio set and an emergency gear ratio set excluded from the normal gear ratio set. A control section performs the following: selecting a gear from the normal gear ratio set in accordance with a running state of a vehicle under normal operating conditions; controlling the engagement state of each of the engaging elements in such a manner to shift into the selected gear; establishing, when an interlock state is detected, an escape gear by releasing one of the engaging elements needed to be applied to establish the selected gear; and identifying an incorrectly-applied engaging element in accordance with the running state of the vehicle resulting from establishing the escape gear.

BACKGROUND OF THE INVENTION

The present invention relates generally to an automatic transmission,and more particularly to a process of escaping from an interlock statedue to a failure in which an engaging element is incorrectly applied.

There is a vehicle-automatic transmission including a control systemthat detects electrical failures in solenoids and sensors provided in ahydraulic control circuit, and performs a shift control operation inaccordance with the state of the failure.

In addition to such electrical failures, mechanical failures, such asvalve stiction and entrance of foreign matter, are possible in eachvalve for regulating a hydraulic pressure supplied to a frictionalengaging element.

It is possible that, due to such valve failures, an engaging element tobe disengaged is incorrectly engaged to cause an interlock state of theautomatic transmission.

Japanese Patent Application Publication No. 2003-49937, henceforthreferred to as “JP2003-49937”, shows a process of escaping from anundesired interlock state of an automatic transmission. In order todetect an abnormality due to stiction of a valve for regulating ahydraulic pressure supplied to each frictional engaging element, theautomatic transmission includes a signal-pressure-operated valve whichoperates in response to occurrence of at least an abnormality in thehydraulic pressure supplied to one of the frictional engaging elements.The automatic transmission also includes a hydraulic switch provided indownstream of the signal-pressure-operated valve to detect a change inthe hydraulic pressure due to operation of the signal-pressure-operatedvalve. When the hydraulic switch detects a change in the hydraulicpressure, the hydraulic pressure of each engaging element is relieved inorder to bring the automatic transmission into a neutral state andthereby to escape from the interlock state.

SUMMARY OF THE INVENTION

With the technique disclosed in JP2003-49937, there are provided aplurality of signal-pressure-operated valves and a plurality ofhydraulic switches in a hydraulic circuit which supplies hydraulicpressures to frictional engaging elements in order to check whether aninterlock state is present in the frictional engaging elements. With thenumber of gears increasing, there are problems, such as, increase in thenumber of parts, increase in the size of a control valve body, andcomplexity of the hydraulic circuit. Further, since the engaging elementis not identified in JP2003-49937, it is necessary to enter a neutralstate when a failure occurs. As a result, there is a problem that theautomatic transmission cannot provide a driving torque after occurrenceof failures and provide an ability to drive the vehicle. Accordingly,although the technique disclosed in JP2003-49937 may be able to escapefrom an interlock state, it is possible that it provides only aninadequate or no driving torque in vehicle restart after vehicle stopafter occurrence of failures, resulting in adversely affecting thedriving performance under failed conditions.

Accordingly, it is another object of the present invention to provide anautomatic transmission which, even when an interlock state occurs, iscapable of identifying an abnormal part and escaping from the interlockstate.

According to one aspect of the present invention, an automatictransmission comprises: a planetary gear arrangement including aplurality of rotating elements, and including an input rotating elementadapted to be connected to a driving source of a vehicle and an outputrotating element adapted to be connected to a drive wheel set of thevehicle; a plurality of engaging elements each arranged to vary anengagement state among the rotating elements of the planetary geararrangement in such a manner to establish at least a normal gear ratioset; and a control section configured to perform the following:selecting a gear from the normal gear ratio set in accordance with arunning state of the vehicle under normal operating conditions;controlling the engagement state of each of the engaging elements insuch a manner to shift into the selected gear; detecting an interlockstate in which one of the engaging elements is incorrectly applied tohold the input rotating element and the output rotating elementstationary; establishing, when the interlock state is detected, anescape gear by releasing one of the engaging elements needed to beapplied to establish the selected gear; and identifying theincorrectly-applied engaging element in accordance with the runningstate of the vehicle resulting from establishing the escape gear.

According to another aspect of the invention, a method of controlling anautomatic transmission comprises: a planetary gear arrangement includinga plurality of rotating elements, and including an input rotatingelement adapted to be connected to a driving source of a vehicle and anoutput rotating element adapted to be connected to a drive wheel set ofthe vehicle; and a plurality of engaging elements each arranged to varyan engagement state among the rotating elements of the planetary geararrangement in such a manner to establish at least a normal gear ratioset, the method comprising: selecting a gear from the normal gear ratioset in accordance with a running state of the vehicle under normaloperating conditions; controlling the engagement state of each of theengaging elements in such a manner to shift into the selected gear;detecting an interlock state in which one of the engaging elements isincorrectly applied to hold the input rotating element and the outputrotating element stationary; establishing, when the interlock state isdetected, an escape gear by releasing one of the engaging elementsneeded to be applied to establish the selected gear; and identifying theincorrectly-applied engaging element in accordance with the runningstate of the vehicle resulting from establishing the escape gear.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a skeleton diagram showing the construction of an automatictransmission provided in a first embodiment, which is adapted for afront-engine rear-drive automotive vehicle to establish seven forwardgear ratios and one reverse gear ratio.

FIG. 2 is a circuit diagram showing a hydraulic circuit of a controlvalve unit provided in the first embodiment.

FIG. 3 is a schematic diagram showing the construction of a firstpressure regulating valve provided in the first embodiment.

FIG. 4 is a schematic diagram showing the construction of a firstdirectional control valve provided in the first embodiment.

FIG. 5 is a schematic diagram showing the construction of a seconddirectional control valve provided in the first embodiment.

FIG. 6 is a schematic diagram showing the construction of a thirddirectional control valve provided in the first embodiment.

FIG. 7 is a schematic diagram showing the construction of a fourthdirectional control valve provided in the first embodiment.

FIG. 8 is a diagram showing in tabular form a set of clutch and brakeengagements required to establish each of the seven forward gear ratiosand the one reverse gear ratio in the automatic transmission provided inthe first embodiment.

FIG. 9 is a speed relationship diagram (lever diagram) showing therotational speed of rotating elements of the automatic transmissionprovided in the first embodiment when establishing each of the sevenforward gear ratios and one reverse gear ratio.

FIG. 10 is a diagram showing in tabular form a set of operational statesof solenoid valves required to establish each of the seven forward gearratios and the one reverse gear ratio in the automatic transmissionprovided in the first embodiment.

FIG. 11 is a flow chart showing an outline of a process of failuredetection and failure handling provided in the first embodiment.

FIG. 12 is a flow chart showing a process of abnormality detectioncontrol provided in the first embodiment.

FIG. 13 is a flow chart showing a process of escape shift controlprovided in the first embodiment, which is carried out when it is judgedthat an interlock-state failure is present in the automatictransmission.

FIG. 14 is a diagram showing in tabular form a relationship among eachselected gear, each possible incorrectly applied engaging element, areleased engaging element corresponding to the selected gear, and a gearratio established under such a condition.

FIG. 15 is a speed relationship diagram of the automatic transmission,in which an engaging-state failure occurs in a 2346-brake provided inthe automatic transmission to change the state of speed relationship ofthe automatic transmission in first gear.

FIG. 16 is a speed relationship diagram of the automatic transmission,in which an engaging-state failure occurs in a front brake provided inthe automatic transmission to change the state of speed relationship ofthe automatic transmission in second gear.

FIG. 17 is a diagram showing in tabular form a set of possible gearratios established when a failure occurs in each selected gear.

FIG. 18 is a flow chart showing a process of escape shift controlprovided in the first embodiment, which is carried out when it is judgedthat an abnormal gear ratio failure is present in the automatictransmission.

FIG. 19 is a speed relationship diagram of the automatic transmission in1-2 intermediate gear (1.5th gear) in the first embodiment.

FIG. 20 is a speed relationship diagram of the automatic transmission in2-3 intermediate gear (2.5th gear) in the first embodiment.

FIG. 21 is a flow chart showing a process of escape shift controlprovided in the first embodiment, which is carried out when it is judgedthat a neutral-state failure is present in the automatic transmission.

FIG. 22 is a speed relationship diagram of the automatic transmission,in which a neutral-state failure occurs to change the state of speedrelationship of the automatic transmission in fifth gear.

FIG. 23 is another speed relationship diagram of the automatictransmission, in which a neutral-state failure occurs to change thestate of speed relationship of the automatic transmission in fifth gear.

FIG. 24 is a speed relationship diagram of the automatic transmission,in which a neutral-state failure occurs to change the state of speedrelationship of the automatic transmission in sixth gear.

FIG. 25 is another speed relationship diagram of the automatictransmission, in which a neutral-state failure occurs to change thestate of speed relationship of the automatic transmission in sixth gear.

FIG. 26 is another speed relationship diagram of the automatictransmission, in which a neutral-state failure occurs to change thestate of speed relationship of the automatic transmission in sixth gear.

FIG. 27 is a speed relationship diagram of the automatic transmission,in which a neutral-state failure occurs to change the state of speedrelationship of the automatic transmission in seventh gear.

FIG. 28 is another speed relationship diagram of the automatictransmission, in which a neutral-state failure occurs to change thestate of speed relationship of the automatic transmission in seventhgear.

FIG. 29 is another speed relationship diagram of the automatictransmission, in which a neutral-state failure occurs to change thestate of speed relationship of the automatic transmission in seventhgear.

FIG. 30 is a flow chart showing a process of abnormality identificationcontrol and abnormality handling shift control provided in the firstembodiment.

DETAILED DESCRIPTION OF THE INVENTION

In the following description, gears (gear ratios) of a transmission aredescribed as “low”, “lower”, “high”, or “higher”. These terms are usedto express the magnitude of output speed with respect to input speed inrespective gears (gear ratios), not to express the value of theirtransmission gear ratio, i.e. the value of the ratio of input speed withrespect to output speed in respective gears. For example, third gear(third gear ratio) is lower in speed than fifth gear (fifth gear ratio),whereas the value of transmission gear ratio of third gear is larger orhigher than that of fifth gear. FIG. 1 is a skeleton diagram showing theconstruction of an automatic transmission provided in a firstembodiment, which is adapted for a front-engine rear-drive automotivevehicle to establish seven forward gear ratios and one reverse gearratio. FIG. 1 also shows the system configuration of the automatictransmission. As shown in FIG. 1, the automatic transmission provided inthe first embodiment is drivingly connected to an engine EG as a drivingsource via a torque converter TC equipped with a lock-up clutch LUC.Engine EG outputs a torque to drive a pump impeller of torque converterTC and a torque to drive an oil pump OP. In torque converter TC, thedriven rotation of the pump impeller stirs an oil to transmit a torqueto a turbine runner via a stator, and thereby to drive an input shaftINPUT as an input rotating element. The automatic transmission includesan engine control unit (ECU) 10 configured to control a driving state ofengine EG, an automatic transmission control unit (ATCU) 20 configuredto control a state of transmission of the automatic transmission, and acontrol valve unit (CVU) 30 configured to control a hydraulic pressurefor each engaging element in accordance with an outputted control signalfrom ATCU 20. ATCU 20 and CVU 30 serve as a gear shift control section.ECU 10 and ATCU 20 are connected to each other via a CAN (computer areanetwork) communication line, sharing sensor information and controlinformation by signal communication.

ECU 10 is electrically connected to an accelerator pedal opening sensor1 configured to measure an amount of driver's operation of anaccelerator pedal, and also electrically connected to an engine speedsensor 2 configured to measure the output speed of engine EG. ECU 10controls a fuel injection quantity and a throttle opening based on theengine speed and the accelerator pedal opening, and thereby controls theengine output speed and engine output torque.

ATCU 20 is electrically connected to a first turbine speed sensor 3configured to measure the rotational speed of a below-described firstplanet-pinion carrier PC1, a second turbine speed sensor 4 configured tomeasure the rotational speed of a below-mentioned first ring gear R1, anoutput shaft speed sensor 5 configured to measure the rotational speedof a below-mentioned output shaft OUTPUT, and an inhibitor switch 6configured to identify an operating state of a shift lever. The shiftlever has range positions P (parking), R (reverse), N (neutral), anormal forward drive range D with which the automatic transmission issubjected to no engine braking, and an engine-braking range with whichthe automatic transmission is subjected to engine braking.

ATCU 20 includes a below-described input speed computing sectionconfigured to compute the rotational speed of input shaft INPUT, and agear shift control section configured to select an optimal gear from theseven forward gear ratios by map-retrieving based on accelerator pedalopening APO and a vehicle speed Vsp which is computed based on a sensingsignal from output shaft speed sensor 5, and to output a control commandsignal to CVU 30 to establish the selected gear.

<Mechanical construction of the automatic transmission> The followingdescribes the mechanical construction of the automatic transmission. Theautomatic transmission includes a first planetary gear arrangement GS1nearer to input shaft INPUT on its input side (on the left side ofFIG. 1) and a second planetary gear arrangement GS2 nearer to outputshaft OUTPUT on its output side (on the right side of FIG. 1), which arearranged in a transmission housing H1 as a stationary rotating element.First planetary gear arrangement GS1 includes a first planetary gear G1and a second planetary gear G2, while second planetary gear arrangementGS2 includes a third planetary gear G3 and a fourth planetary gear G4.The automatic transmission also includes a plurality of frictionalengaging elements within transmission housing H1, that is, includes aninput clutch C1, a direct clutch C2, a H&LR clutch C3, a front brake B1,a low brake B2, a 2346-brake B3, and a reverse brake B4. The automatictransmission further includes a first one-way clutch F1 and a secondone-way clutch F2 in transmission housing H1.

First planetary gear G1 is a simple planetary gear or single-pinionplanetary gear, including a first sun gear S1, a first ring gear R1, anda first planet-pinion carrier PC1 carrying a first planet pinion set P1in meshing contact with first sun gear S1 and with first ring gear R1.Second planetary gear G2 is a simple planetary gear, including a secondsun gear S2, a second ring gear R2, and a second planet-pinion carrierPC2 carrying a second planet pinion set P2 in meshing contact withsecond sun gear S2 and with second ring gear R2. Third planetary gear G3is a simple planetary gear, including a third sun gear S3, a third ringgear R3, and a third planet-pinion carrier PC3 carrying a third planetpinion set P3 in meshing contact with third sun gear S3 and with thirdring gear R3. Fourth planetary gear G4 is a simple planetary gear,including a fourth sun gear S4, a fourth ring gear R4, and a fourthplanet-pinion carrier PC4 carrying a fourth planet pinion set P4 inmeshing contact with fourth sun gear S4 and with fourth ring gear R4.

Input shaft INPUT is drivingly connected to second ring gear R2 totransmit a driving torque from engine EG to second ring gear R2 viatorque converter TC, etc, while output shaft OUTPUT is drivinglyconnected to third planet-pinion carrier PC3 to transmit a drivingtorque from third planet-pinion carrier PC3 to a drive wheel set notshown via a final gear not shown.

Some of the rotating elements of the four planetary gears areinterconnected via three connection members, i.e. a first connectionmember M1, a second connection member M2, and a third connection memberM3. First connection member M1 solidly couples first ring gear R1,second planet-pinion carrier PC2, and fourth ring gear R4. Secondconnection member M2 solidly couples third ring gear R3, and fourthplanet-pinion carrier PC4. Third connection member M3 solidly couplesfirst sun gear S1, and second sun gear S2.

As described above, first planetary gear arrangement GS1 includes firstplanetary gear G1 and second planetary gear G2 which are interconnectedvia first connection member M1 and via third connection member M3, sothat first planetary gear arrangement GS1 includes four independentrotating elements. On the other hand, second planetary gear arrangementGS2 includes third planetary gear G3 and fourth planetary gear G4 whichare interconnected via second connection member M2, so that secondplanetary gear arrangement GS2 includes five independent rotatingelements.

First planetary gear arrangement GS1 includes a path for torquetransmission between input shaft INPUT and second ring gear R2. Thetorque inputted to first planetary gear arrangement GS1 is outputted tosecond planetary gear arrangement GS2 via first connection member M1.Second planetary gear arrangement GS2 includes a path for torquetransmission between input shaft INPUT and second connection member M2,and a path for torque transmission between first connection member M1and fourth ring gear R4. The torque inputted to second planetary geararrangement GS2 is outputted to output shaft OUTPUT via thirdplanet-pinion carrier PC3. With H&LR clutch C3 released, second one-wayclutch F2 inhibits a relative forward rotation of third sun gear S3 withrespect to fourth sun gear S4. While the rotational speed of fourth sungear S4 exceeds the rotational speed of third sun gear S3, thirdplanetary gear G3 and fourth planetary gear G4 have independent gearratios, connected to each other via second connection member M2.

Input clutch C1 selectively connects and disconnects (engages anddisengages) input shaft INPUT and second connection member M2. Directclutch C2 selectively connects and disconnects fourth sun gear S4 andfourth planet-pinion carrier PC4. H&LR clutch C3 selectively connectsand disconnects third sun gear S3 and fourth sun gear S4. Second one-wayclutch F2 is disposed between third sun gear S3 and fourth sun gear S4.

Front brake B1 selectively holds stationary against rotation firstplanet-pinion carrier PC1 to transmission housing H1 and releases firstplanet-pinion carrier PC1 from transmission housing H1. First one-wayclutch F1 is arranged in parallel with front brake B1. Low brake B2selectively holds stationary against rotation and releases third sungear S3. 2346-brake B3 selectively holds stationary against rotation andreleases third connection member M3 (first sun gear S1 and second sungear S2). Reverse brake B4 selectively holds stationary against rotationand releases fourth planet-pinion carrier PC4.

<Computation of the turbine speed> In consideration that input shaftINPUT is connected to second ring gear R2, and that first planetary geararrangement GS1 comprises first planetary gear G1 and second planetarygear G2 which are interconnected via the two connection members, theinput speed computing section of ATCU 20 is configured to determine therotational speed of input shaft INPUT by a computing process using thesensing signals from first turbine speed sensor 3 and second turbinespeed sensor 4. Specifically, the input speed is calculated using thefollowing equation:N(R2)=(1+1/β)·N(PC2)−(1/β)·N(PC1)where:

-   N(PC1) represents the rotational speed of first planet-pinion    carrier PC1;-   N(PC2) represents the rotational speed of second planet-pinion    carrier PC2;-   N(R2) represents the rotational speed of second ring gear R2; and-   β represents the gear ratio between first ring gear R1 (second    planet-pinion carrier PC2) and first planet-pinion carrier PC1,    normalized by the gear ratio between second ring gear R2 and second    planet-pinion carrier PC2 (first ring gear R1) as shown in the speed    relationship diagram of FIG. 9.

The rotational speed of second planet-pinion carrier PC2 is detected byfirst turbine speed sensor 3, while the rotational speed of firstplanet-pinion carrier PC1 is detected by second turbine speed sensor 4which detects the rotational speed of a sensing target member 63 coupledto first planet-pinion carrier PC1. Thus, the rotational speed of secondring gear R2 (the rotational speed of input shaft INPUT, referred to as“turbine speed”) is obtained.

<Construction of the control valve unit> FIG. 2 is a circuit diagramshowing a hydraulic circuit of CVU 30. The hydraulic circuit includesoil pump OP which is driven by engine EG to serve as a source ofhydraulic pressure, a manual valve MV which is operated in response tooperation of the shift lever to direct a line pressure PL, and a pilotvalve PV which decompresses the line pressure to a predeterminedconstant pressure.

The hydraulic circuit includes a first pressure regulating valve CV1which regulates the apply pressure of low brake B2, a second pressureregulating valve CV2 which regulates the apply pressure of input clutchC1, a third pressure regulating valve CV3 which regulates the applypressure of front brake B1, a fourth pressure regulating valve CV4 whichregulates the apply pressure of H&RL clutch C3, a fifth pressureregulating valve CV5 which regulates the apply pressure of 2346-brakeB3, and a sixth pressure regulating valve CV6 which regulates the applypressure of direct clutch C2.

The hydraulic circuit includes a first directional control valve SV1which provides fluid communication selectively in a first path betweenlow brake B2 and a fluid supply passage and in a second path betweeninput clutch C1 and a fluid supply passage, a second directional controlvalve SV2 which provides fluid communication selectively in a first pathbetween direct clutch C2 and a supply fluid passage of a D rangepressure and in a second path between direct clutch C2 and a supplyfluid passage of an R range pressure, a third directional control valveSV3 which provides fluid communication selectively in a first pathbetween reverse brake B4 and a supply fluid passage from sixth pressureregulating valve CV6 and in a second path between reverse brake B4 and asupply fluid passage of the R range pressure, and a fourth directionalcontrol valve SV4 which provides fluid communication selectively in afirst path between direct clutch C2 and a fluid supply passage fromsixth pressure regulating valve CV6 and in a second path between reversebrake B4 and sixth pressure regulating valve CV6.

The hydraulic circuit includes a first solenoid valve SOL1, a secondsolenoid valve SOL2, a third solenoid valve SOL3, a fourth solenoidvalve SOL4, a fifth solenoid valve SOL5, a sixth solenoid valve SOL6,and a seventh solenoid valve SOL7, each of which operates in response toa control signal from ATCU 20. First solenoid valve SOL1 is configuredto output a pressure regulating signal to first pressure regulatingvalve CV1. Second solenoid valve SOL2 is configured to output a pressureregulating signal to second pressure regulating valve CV2. Thirdsolenoid valve SOL3 is configured to output a pressure regulating signalto third pressure regulating valve CV3. Fourth solenoid valve SOL4 isconfigured to output a pressure regulating signal to fourth pressureregulating valve CV4. Fifth solenoid valve SOL5 is configured to outputa pressure regulating signal to fifth pressure regulating valve CV5.Sixth solenoid valve SOL6 is configured to output a pressure regulatingsignal to sixth pressure regulating valve CV6. Seventh solenoid valveSOL7 is configured to output switching signals to first directionalcontrol valve SV1 and third directional control valve SV3. Of these,solenoid valve SOL2, SOL5 and SOL6 are three-way proportionalelectromagnetic valves, each of which includes a first port to receivethe pilot pressure, a second port connected to a drain circuit, and athird port connected to a receiver section of an associated one of thepressure regulating valves. Solenoid valves SOL1, SOL3, and SOL4 aretwo-way proportional electromagnetic valves, each of which includes afirst port to receive the pilot pressure, and a third port connected toa receiver section of an associated one of the pressure regulatingvalves. Seventh solenoid valve SOL7 is a three-way on-offelectromagnetic valve, including a first port to receive the pilotpressure, a second port connected to a drain passage, and a third portconnected to a receiver section of first directional control valve SV1and third directional control valve SV3. First solenoid valve SOL1,third solenoid valve SOL3, fifth solenoid valve SOL5 and seventhsolenoid valve SOL7 are of a normally closed type (opened whileenergized and closed while de-energized), while second solenoid valveSOL2, fourth solenoid valve SOL4 and sixth solenoid valve SOL6 are of anormally open type (opened while de-energized and closed whileenergized).

<Fluid passage construction> The discharge pressure of oil pump OPdriven by engine EG is regulated as line pressure PL, and then suppliedto fluid passage 101 and fluid passage 102 via fluid passage 100. Fluidpassage 101 is connected to a fluid passage 101 a connected to manualvalve MV which operates in synchronization with the shift leveroperation of a driver, to a fluid passage 101 b which supplies a basepressure for the apply pressure of front brake B1, and to a fluidpassage 101 c which supplies a base pressure for the apply pressure ofH&LR clutch C3. Manual valve MV is hydraulically connected to a fluidpassage 105, and a fluid passage 106 which supplies the R range pressurein reverse gear, and is operated to direct the line pressure selectivelyto fluid passage 105 or fluid passage 106 in accordance with gearshiftoperation. Fluid passage 105 is connected to a fluid passage 105 a whichsupplies a base pressure for the apply pressure of low brake B2, a fluidpassage 105 b which supplies a base pressure for the apply pressure ofinput clutch C1, a fluid passage 105 c which supplies a base pressurefor the apply pressure of 2346-brake B3, a fluid passage 105 d whichsupplies a base pressure for the apply pressure of direct clutch C2, anda fluid passage 105 e which supplies a switching pressure for seconddirectional control valve SV2. Fluid passage 106 is connected to a fluidpassage 106 a which supplies a switching pressure for second directionalcontrol valve SV2, a fluid passage 106 b which supplies a base pressurefor the apply pressure of direct clutch C2, and a fluid passage 106 cwhich supplies the apply pressure of reverse brake B4. Fluid passage 102is connected via pilot valve PV to a fluid passage 103 which suppliesthe pilot pressure. Fluid passage 103 is connected to a fluid passage103 a which supplies the pilot pressure to first solenoid valve SOL1, afluid passage 103 b which supplies the pilot pressure to second solenoidvalve SOL2, a fluid passage 103 c which supplies the pilot pressure tothird solenoid valve SOL3, a fluid passage 103 d which supplies thepilot pressure to fourth solenoid valve SOL4, a fluid passage 103 ewhich supplies the pilot pressure to fifth solenoid valve SOL5, a fluidpassage 103 which supplies the pilot pressure to sixth solenoid valveSOL6, and a fluid passage 103 g which supplies the pilot pressure toseventh solenoid valve SOL7.

FIG. 3 is a schematic diagram showing the construction of first pressureregulating valve CV1. As shown in FIG. 3, first pressure regulatingvalve CV1 includes a first port a1 connected to fluid passage 105 a, asecond port a2 connected to the drain circuit, a third port a3 connectedto fluid passage 115 a connected to first directional control valve SV1,a fourth port a4 to receive a signal pressure from first solenoid valveSOL1, a fifth port a5 connected to a passage branched from fluid passage115 a to receive a pressure opposed to the signal pressure of fourthport a4, and a first spring a6 which acts against the signal pressure.In FIG. 3, when first pressure regulating valve CV1 is displaced upwardto an established upward position, fluid communication is allowedbetween fluid passage 105 a and fluid passage 115 a. Conversely, whenfirst pressure regulating valve CV1 is displaced downward to anestablished downward position, fluid communication is allowed betweenfluid passage 115 a and the drain circuit. Pressure regulating valvesCV2, CV3, CV4, CV5 and CV6 are similarly constructed as first pressureregulating valve CV1, including the ports a1, a2, a3, a4 and a5, andspring a6.

FIG. 4 is a schematic diagram showing the construction of firstdirectional control valve SV1. As shown in FIG. 4, first directionalcontrol valve SV1 includes a first port b1 connected to fluid passage115 a, a second port b2 connected to the drain circuit, and a third portb3 connected to fluid passage 115 b, a fourth port b4 connected to thedrain circuit, and a fifth port b5 connected to fluid passage 150 awhich supplies a hydraulic pressure to low brake B2, a sixth port b6connected to fluid passage 150 b which supplies a hydraulic pressure toinput clutch C1, a seventh port b7 connected to fluid passage 140 bwhich supplies the signal pressure from seventh solenoid valve SOL7, anda spring b8 which acts against the signal pressure supplied to seventhport b7. In FIG. 4, when first directional control valve SV1 isdisplaced leftward to an established left position, fluid communicationis allowed between fluid passage 115 a and fluid passage 150 a, whilefluid communication is allowed between fluid passage 150 b and the draincircuit. Conversely, when first directional control valve SV1 isdisplaced rightward to an established right position, fluidcommunication is allowed between fluid passage 150 a and the draincircuit, while fluid communication is allowed between fluid passage 115b and fluid passage 150 b.

FIG. 5 is a schematic diagram showing the construction of seconddirectional control valve SV2. As shown in FIG. 5, second directionalcontrol valve SV2 includes a first port c1 connected to fluid passage105 d which supplies the D range pressure, a second port c2 connected tofluid passage 106 d which supplies the R range pressure, a third port c3connected to fluid passage 120 which supplies hydraulic pressure tosixth pressure regulating valve CV6, a fourth port c4 connected to fluidpassage 105 e which supplies the D range pressure, a fifth port c5connected to fluid passage 106 a which supplies the R range pressure,and a spring c6 which acts against the hydraulic pressure supplied tothe fourth port c4. In FIG. 5, when second directional control valve SV2is displaced rightward to an established right position, fluidcommunication is allowed between fluid passage 106 b and fluid passage120. Conversely, when second directional control valve SV2 is displacedleftward to an established left position, fluid communication is allowedbetween fluid passage 105 d and fluid passage 120.

FIG. 6 is a schematic diagram showing the construction of thirddirectional control valve SV3. As shown in FIG. 6, third directionalcontrol valve SV3 includes a first port d1 connected to fluid passage122 which supplies the hydraulic pressure from fourth directionalcontrol valve SV4, a second port d2 connected to fluid passage 106 cwhich supplies the R range pressure, a third port d3 connected to fluidpassage 130 which supplies hydraulic pressure to reverse brake B4, and afourth port d4 connected with fluid passage 140 a which supplies thesignal pressure of valve SOL7, and a spring d5 which acts against thehydraulic pressure supplied to fourth port d4. In FIG. 6, when thirddirectional control valve SV3 is displaced rightward to an establishedright position, fluid communication is allowed between fluid passage 106c and fluid passage 130. Conversely, when third directional controlvalve SV3 is displaced leftward to an established left position, fluidcommunication is allowed between fluid passage 122 and fluid passage130.

FIG. 7 is a schematic diagram showing the construction of fourthdirectional control valve SV4. As shown in FIG. 7, fourth directionalcontrol valve SV4 includes a first port e1 connected with fluid passage121 which supplies the hydraulic pressure from sixth pressure regulatingvalve CV6, a second port e2 connected to the drain circuit, a third porte3 connected to the drain circuit, a fourth port e4 which receives the Rrange pressure, a fifth port e5 which receive the D range pressure, aspring e6 which acts against the hydraulic pressure supplied to thefourth port e4, a seventh port e7 connected to fluid passage 122, and aneighth port e8 connected to fluid passage 123. In FIG. 7, when fourthdirectional control valve SV4 is displaced rightward to an establishedright position, fluid communication is allowed between fluid passage 121and fluid passage 123 while fluid communication is allowed between fluidpassage 122 and the drain circuit. Conversely, when fourth directionalcontrol valve SV4 is displaced leftward to an established left position,fluid communication is allowed between fluid passage 121 and fluidpassage 122, while fluid communication is allowed between fluid passage123 and the drain circuit.

As shown in the clutch and brake engagement operation table of FIG. 8,the apply pressure (indicated by open circles) and the release pressure(indicated by blank) are supplied to clutches C1, C2 and C3 and brakesB1, B2, B3 and B4 to establish each of the seven forward gear ratios andone reverse gear ratio under normal operating conditions.

<Gear shift operation> The following describes gear shift operation ofthe automatic transmission. FIG. 8 is a diagram showing in tabular forma set of clutch and brake engagements required to establish each of theseven forward gear ratios and the one reverse gear ratio in theautomatic transmission provided in the first embodiment. FIG. 9 is aspeed relationship diagram (lever diagram) showing the rotational speedof rotating elements of the automatic transmission provided in the firstembodiment when establishing each of the seven forward gear ratios andone reverse gear ratio. FIG. 10 is a diagram showing in tabular form aset of operational states of solenoid valves required to establish eachof the seven forward gear ratios and the one reverse gear ratio in theautomatic transmission provided in the first embodiment.

<First gear> In first gear, two different sets of engaging elements areapplied under engine braking (when the engine braking range is selected)and under no engine braking (when the normal forward drive range isselected), respectively. In engine braking range first gear, front brakeB1, low brake B2 and H&LR clutch C3 are applied as shown by a set ofopen circles including those enclosed by parentheses in FIG. 8. Firstone-way clutch F1, which is provided in parallel with front brake B1,and second one-way clutch F2, which is provided in parallel with H&LRclutch C3, also serve for torque or power transmission. In normal driverange first gear, low brake B2 is applied, and front brake B1 and H&LRclutch C3 are released, where the torque or power is transmitted byfirst one-way clutch F1 and second one-way clutch F2.

In first gear, front brake B1 is applied in the engine braking range, orfirst planet-pinion carrier PC1 is held stationary by first one-wayclutch F1 in the normal drive range. Under this condition, the rotationinputted from input shaft INPUT into second ring gear R2 is slowed downby first planetary gear arrangement GS1. The slowed-down rotation istransmitted from first planetary gear arrangement GS1 to fourth ringgear R4 of second planetary gear arrangement GS2 via first connectionmember M1. On the other hand, low brake B2 and H&LR clutch C3 areapplied in engine braking range first gear, or low brake B2 and secondone-way clutch F2 are applied in normal drive range first gear. Underthis condition, the rotation inputted into fourth ring gear R4 is sloweddown by second planetary gear arrangement GS2, and is outputted fromthird planet-pinion carrier PC3 to output shaft OUTPUT.

In the speed relationship diagram of FIG. 9, first gear is defined bythe engagement point of front brake B1 to define how the input speedfrom engine is reduced in first planetary gear arrangement GS1, and isdefined by the engagement point of low brake B2 to define how theslowed-down rotation from first planetary gear arrangement GS1 isfurther slowed down in second planetary gear arrangement GS2. Thus, therotation inputted from input shaft INPUT is slowed down and outputtedfrom output shaft OUTPUT. Herein, an engagement point is defined as apoint which indicates the rotational speed of a rotating elementassociated with a subject engaging element when the engaging element isapplied.

In first gear, the torque or power flows through front brake B1 (orfirst one-way clutch F1), low brake B2, H&LR clutch C3 (or secondone-way clutch F2), first connection member M1, second connection memberM2, and third connection member M3. Thus, first planetary geararrangement GS1 and second planetary gear arrangement GS2 serve fortorque transmission.

As shown in the solenoid valve operation table of FIG. 10, in normaldrive range first gear, first, second, third, sixth and seventh solenoidvalves SOL1, SOL2, SOL3, SOL6 and SOL7 are energized to be ON and theremaining solenoid valves are de-energized to be OFF, to supply theapply pressures to a desired set of engaging elements. When seventhsolenoid valve SOL7 is ON, first directional control valve SV1 isdisplaced leftward in FIG. 2 so that fluid communication is allowedbetween first pressure regulating valve CV1 and low brake B2 while inputclutch C1 is connected to the drain circuit. This is effective forpreventing an interlock state failure therebetween. On the other hand,second directional control valve SV2 is displaced leftward in FIG. 2,receiving the D range pressure at fourth port c4. Upon this, fluidcommunication is allowed between first port c1 and third port c3 ofsecond directional control valve SV2 so that the D range pressure actson sixth pressure regulating valve CV6. At this time, sixth pressureregulating valve CV6 is displaced downward in FIG. 2. As a result, the Drange pressure is not supplied to direct clutch C2 nor to fourthdirectional control valve SV4. Fourth directional control valve SV4 isdisplaced rightward, receiving the D range pressure, to allow fluidcommunication between fluid passages 121 and 123 but not to serve forengagement of direct clutch C2. Third directional control valve SV3 isdisplaced leftward, receiving the signal pressure at fourth port d4 fromseventh solenoid valve SOL7. Upon this, although fluid communication isallowed between first port d1 and third port d3 in third directionalcontrol valve SV3, no hydraulic pressure is supplied to fluid passage122, and thereby no hydraulic pressure is supplied to reverse brake B4.

<Second gear> In second gear, two different sets of engaging elementsare applied under engine braking (when the engine braking range isselected) and under no engine braking (when the normal forward driverange is selected), respectively, similarly as in the case of firstgear. In engine braking range second gear, low brake B2, 2346-brake B3and H&LR clutch C3 are applied as shown by a set of open circlesincluding those enclosed by parentheses in FIG. 8. Second one-way clutchF2, which is provided in parallel with H&LR clutch C3, also serves fortorque transmission. In normal drive range second gear, low brake B2 and2346-brake B3 are applied, and H&LR clutch C3 is released, where thetorque or power is transmitted by second one-way clutch F2.

In second gear, with 2346-brake B3 applied, the rotation inputted frominput shaft INPUT into second ring gear R2 is slowed down only by secondplanetary gear G2 in first planetary gear arrangement GS1. Theslowed-down rotation is transmitted from first planetary geararrangement GS1 to fourth ring gear R4 of second planetary geararrangement GS2 via first connection member M1. On the other hand, lowbrake B2 and H&LR clutch C3 are applied in engine braking range secondgear, or low brake B2 and second one-way clutch F2 are applied in normaldrive range second gear. Under this condition, the rotation inputtedinto fourth ring gear R4 is slowed down by second planetary geararrangement GS2, and is outputted from third planet-pinion carrier PC3to output shaft OUTPUT.

In the speed relationship diagram of FIG. 9, second gear is defined bythe engagement point of 2346-brake B3 to define how the input speed fromengine is reduced in first planetary gear arrangement GS1, and isdefined by the engagement point of low brake B2 to define how theslowed-down rotation from first planetary gear arrangement GS1 isfurther slowed down in second planetary gear arrangement GS2. Thus, therotation inputted from input shaft INPUT is slowed down and outputtedfrom output shaft OUTPUT.

In second gear, the torque or power flows through 2346-brake B3, lowbrake B2, H&LR clutch C3 (or second one-way clutch F2), first connectionmember M1, second connection member M2, and third connection member M3.Thus, second planetary gear G2 and second planetary gear arrangement GS2serve for torque transmission.

The upshift from first gear into second gear is implemented by releasingfront brake B1 in advance, and then starting to apply 2346-brake B3, sothat first one-way clutch F1 is released after the torque capacity of2346-brake B3 is fully obtained. This operation is effective forenhancing the accuracy of the gear shift sequence or timings.

As shown in the solenoid valve operation table of FIG. 10, in normaldrive range second gear, first, second, fifth, sixth and seventhsolenoid valves SOL1, SOL2, SOL5, SOL6 and SOL7 are energized to be ONand the remaining solenoid valves are de-energized to be OFF, to supplythe apply pressures to a desired set of engaging elements. When seventhsolenoid valve SOL7 is ON, first directional control valve SV1 isdisplaced leftward in FIG. 2 so that fluid communication is allowedbetween first pressure regulating valve CV1 and low brake B2 while inputclutch C1 is connected to the drain circuit. This is effective forpreventing an interlock state failure therebetween. On the other hand,second directional control valve SV2 is displaced leftward in FIG. 2,receiving the D range pressure at fourth port c4. Upon this, fluidcommunication is allowed between first port c1 and third port c3 ofsecond directional control valve SV2 so that the D range pressure actson sixth pressure regulating valve CV6. At this time, sixth pressureregulating valve CV6 is displaced downward in FIG. 2. As a result, the Drange pressure is not supplied to direct clutch C2 nor to fourthdirectional control valve SV4. Third directional control valve SV3 isdisplaced leftward, receiving the signal pressure at fourth port d4 fromseventh solenoid valve SOL7. Upon this, although fluid communication isallowed between first port d1 and third port d3 in third directionalcontrol valve SV3, no hydraulic pressure is supplied to fluid passage122, and thereby no hydraulic pressure is supplied to reverse brake B4.

<Third gear> In third gear, low brake B2, 2346-brake B3 and directclutch C2 are applied as shown by a set of open circles in FIG. 8.

In third gear, with 2346-brake B3 applied, the rotation inputted frominput shaft INPUT into second ring gear R2 is slowed down by secondplanetary gear G2 in first planetary gear arrangement GS1. Thisslowed-down rotation is transmitted from first planetary geararrangement GS1 to fourth ring gear R4 of second planetary geararrangement GS2 via first connection member M1. On the other hand, withdirect clutch C2 applied, the rotating elements of fourth planetary gearG4 rotate as a unit. Further, with low brake B2 applied, the rotationfourth planet-pinion carrier PC4 which is rotating as a unit with fourthring gear R4 is inputted to third ring gear R3 via second connectionmember M2, is slowed down by third planetary gear G3, and is outputtedfrom third planet-pinion carrier PC3 to output shaft OUTPUT. Thus,fourth planetary gear G4 does not serve for speed reduction, althoughserving for torque transmission.

In the speed relationship diagram of FIG. 9, third gear is defined bythe engagement point of 2346-brake B3 to define how the input speed fromengine is reduced in first planetary gear arrangement GS1, and isdefined by the engagement point of low brake B2 to define how theslowed-down rotation from first planetary gear arrangement GS1 isfurther slowed down in second planetary gear arrangement GS2. Thus, therotation inputted from input shaft INPUT is slowed down and outputtedfrom output shaft OUTPUT.

In third gear, the torque or power flows through 2346-brake B3, lowbrake B2, direct clutch C2, first connection member M1, secondconnection member M2, and third connection member M3. Thus, secondplanetary gear G2 and second planetary gear arrangement GS2 serve fortorque transmission.

The upshift from second gear to third gear is implemented by releasingH&LR clutch C3 in advance, and then starting to apply direct clutch C2,so that second one-way clutch F2 is released after the torque capacityof direct clutch C2 is fully obtained. This operation is effective forenhancing the accuracy of the gear shift sequence or timings.

As shown in the solenoid valve operation table of FIG. 10, in thirdgear, first, second, fourth, fifth and seventh solenoid valves SOL1,SOL2, SOL4, SOL5 and SOL7 are energized to be ON and the remainingsolenoid valves are de-energized to be OFF, to supply the applypressures to a desired set of engaging elements. When seventh solenoidvalve SOL7 is ON, first directional control valve SV1 is displacedleftward in FIG. 2 so that fluid communication is allowed between firstpressure regulating valve CV1 and low brake B2 while input clutch C1 isconnected to the drain circuit. This is effective for preventing aninterlock state failure therebetween. On the other hand, seconddirectional control valve SV2 is displaced leftward in FIG. 2, receivingthe D range pressure at fourth port c4. Sixth pressure regulating valveCV6 is displaced upward in FIG. 2. As a result, a regulated hydraulicpressure is supplied to fourth directional control valve SV4. Fourthdirectional control valve SV4 is displaced rightward, receiving the Drange pressure, to allow fluid communication between fluid passages 121and 123 and to connect fluid passage 122 to the drain circuit.Accordingly, a hydraulic pressure is supplied to direct clutch C2 whileno hydraulic pressure is supplied to third directional control valve SV3via fluid passage 122. Third directional control valve SV3 is displacedleftward, receiving the signal pressure at fourth port d4 from seventhsolenoid valve SOL7. Upon this, although fluid communication is allowedbetween first port d1 and third port d3 in third directional controlvalve SV3, no hydraulic pressure is supplied to fluid passage 122, andthereby no hydraulic pressure is supplied to reverse brake B4.

<Fourth gear> In fourth gear, 2346-brake B3, direct clutch C2 and H&LRclutch C3 are applied as shown by a set of open circles in FIG. 8.

In fourth gear, with 2346-brake B3 applied, the rotation inputted frominput shaft INPUT into second ring gear R2 is slowed down only by secondplanetary gear G2 in first planetary gear arrangement GS1. Theslowed-down rotation is transmitted from first planetary geararrangement GS1 to fourth ring gear R4 of second planetary geararrangement GS2 via first connection member M1. On the other hand, withdirect clutch C2 and H&LR clutch C3 applied, the rotating elements ofsecond planetary gear arrangement GS2 rotate as a unit. Under thiscondition, the rotation inputted into fourth ring gear R4 is outputtedwithout speed reduction from third planet-pinion carrier PC3 to outputshaft OUTPUT.

In the speed relationship diagram of FIG. 9, fourth gear is defined bythe engagement point of 2346-brake B3 to define how the input speed fromengine is reduced in first planetary gear arrangement GS1, and isdefined by the line connecting the engagement point of direct clutch C2and the engagement point of H&LR clutch C3 to define that theslowed-down rotation transmitted from second planetary gear G2 isoutputted without speed reduction. Thus, the rotation inputted frominput shaft INPUT is slowed down and outputted from output shaft OUTPUT.

In fourth gear, the torque or power flows through 2346-brake B3, directclutch C2, H&LR clutch C3, first connection member M1, second connectionmember M2, and third connection member M3. Thus, second planetary gearG2 and second planetary gear arrangement GS2 serve for torquetransmission.

As shown in the solenoid valve operation table of FIG. 10, in fourthgear, second and fifth solenoid valves SOL2 and SOL5 are energized to beON and the remaining solenoid valves are de-energized to be OFF, tosupply the apply pressures to a desired set of engaging elements. Whenseventh solenoid valve SOL7 is OFF, first directional control valve SV1is displaced rightward in FIG. 2 so that fluid communication is allowedbetween second pressure regulating valve CV2 and input clutch C1 whilelow brake B2 is connected to the drain circuit. This is effective forpreventing an interlock state failure therebetween. On the other hand,second directional control valve SV2 is displaced leftward in FIG. 2,receiving the D range pressure at fourth port c4. Sixth pressureregulating valve CV6 is displaced upward in FIG. 2. As a result, aregulated hydraulic pressure is supplied to fourth directional controlvalve SV4. Fourth directional control valve SV4 is displaced rightward,receiving the D range pressure, to allow fluid communication betweenfluid passages 121 and 123 and to connect fluid passage 122 to the draincircuit. Accordingly, a hydraulic pressure is supplied to direct clutchC2 while no hydraulic pressure is supplied to third directional controlvalve SV3 via fluid passage 122. Third directional control valve SV3 isdisplaced rightward, receiving no signal pressure at fourth port d4 fromseventh solenoid valve SOL7. Upon this, although fluid communication isallowed between fluid passage 106 c (second port d2) and fluid passage130 (third port d3) in third directional control valve SV3, no hydraulicpressure is supplied to fluid passage 106 c from manual valve MV, andthereby no hydraulic pressure is supplied to reverse brake B4.

<Fifth gear> In fifth gear, input clutch C1, direct clutch C2 and H&LRclutch C3 are applied as shown by a set of open circles in FIG. 8.

In fifth gear, with input clutch C1 applied, the rotation of input shaftINPUT is inputted into second connection member M2. On the other hand,with direct clutch C2 and H&LR clutch C3 applied, the rotating elementsof third planetary gear G3 rotate as a unit. As a result, the rotationalspeed of input shaft INPUT is outputted from third planet-pinion carrierPC3 to output shaft OUTPUT without reduction.

In the speed relationship diagram of FIG. 9, fifth gear is defined bythe line connecting the engagement points of input clutch C1, directclutch C2 and H&LR clutch C3 to define that the engine output speed isoutputted without change. Thus, the rotation inputted from input shaftINPUT is outputted from output shaft OUTPUT without reduction.

In fifth gear, the torque or power flows through input clutch C1, directclutch C2, H&LR clutch C3, first connection member M1, second connectionmember M2, and third connection member M3. Thus, only third planetarygear G3 serves for torque transmission.

As shown in the solenoid valve operation table of FIG. 10, in fifthgear, all the solenoid valves SOL1, SOL2, SOL3, SOL4, SOL5, SOL6 andSOL7 are de-energized to be OFF, to supply the apply pressures to adesired set of engaging elements. When seventh solenoid valve SOL7 isOFF, first directional control valve SV1 is displaced rightward in FIG.2 so that fluid communication is allowed between second pressureregulating valve CV2 and input clutch C1 while low brake B2 is connectedto the drain circuit. This is effective for preventing an interlockstate failure therebetween. On the other hand, second directionalcontrol valve SV2 is displaced leftward in FIG. 2, receiving the D rangepressure at fourth port c4. Sixth pressure regulating valve CV6 isdisplaced upward in FIG. 2. As a result, a regulated hydraulic pressureis supplied to fourth directional control valve SV4. When seventhsolenoid valve SOL7 is OFF, first directional control valve SV1 isdisplaced rightward in FIG. 2 so that fluid communication is allowedbetween second pressure regulating valve CV2 and input clutch C1 whilelow brake B2 is connected to the drain circuit. This is effective forpreventing an interlock state failure therebetween. On the other hand,second directional control valve SV2 is displaced leftward in FIG. 2,receiving the D range pressure at fourth port c4. Sixth pressureregulating valve CV6 is displaced upward in FIG. 2. As a result, aregulated hydraulic pressure is supplied to fourth directional controlvalve SV4. Fourth directional control valve SV4 is displaced rightward,receiving the D range pressure, to allow fluid communication betweenfluid passages 121 and 123 and to connect fluid passage 122 to the draincircuit. Accordingly, a hydraulic pressure is supplied to direct clutchC2 while no hydraulic pressure is supplied to third directional controlvalve SV3 via fluid passage 122. Third directional control valve SV3 isdisplaced rightward, receiving no signal pressure at fourth port d4 fromseventh solenoid valve SOL7. Upon this, although fluid communication isallowed between fluid passage 106 c (second port d2) and fluid passage130 (third port d3) in third directional control valve SV3, no hydraulicpressure is supplied to fluid passage 106 c from manual valve MV, andthereby no hydraulic pressure is supplied to reverse brake B4.

<Sixth gear> In sixth gear, input clutch C1, H&LR clutch C3 and2346-brake B3 are applied as shown by a set of open circles in FIG. 8.

In sixth gear, with input clutch C1 applied, the rotation of input shaftINPUT is inputted into second connection member M2 while inputted intosecond ring gear R2. On the other hand, with 2346-brake B3 applied, therotation slowed down by second planetary gear G2 is transmitted tofourth ring gear R4 via first connection member M1. Further, with H&LRclutch C3 applied, second planetary gear arrangement GS2 outputs fromthird planet-pinion carrier PC3 to output shaft OUTPUT a rotationdefined by the rotation of fourth ring gear R4 and the rotation ofsecond connection member M2.

In the speed relationship diagram of FIG. 9, sixth gear is defined bythe engagement point of 2346-brake B3 to define how the engine outputspeed is reduced by second planetary gear G2, and the line connectingthe engagement point of input clutch C1 to define that the engine outputspeed is directly inputted into second connection member M2 and theengagement point of H&LR clutch C3 to define how the rotational speed ischanged in second planetary gear arrangement GS2. Thus, the rotationinputted from input shaft INPUT is accelerated and outputted from outputshaft OUTPUT.

In sixth gear, the torque or power flows through input clutch C1, H&LRclutch C3, 2346-brake B3, first connection member M1, second connectionmember M2, and third connection member M3. Thus, second planetary gearG2 and second planetary gear arrangement GS2 serve for torquetransmission.

As shown in the solenoid valve operation table of FIG. 10, in sixthgear, fifth and sixth solenoid valves SOL5 and SOL6 are energized to beON, and the remaining solenoid valves SOL, SOL2, SOL3, SOL4 and SOL7 arede-energized to be OFF, to supply the apply pressures to a desired setof engaging elements. When seventh solenoid valve SOL7 is OFF, firstdirectional control valve SV1 is displaced rightward in FIG. 2 so thatfluid communication is allowed between second pressure regulating valveCV2 and input clutch C1 while low brake B2 is connected to the draincircuit. This is effective for preventing an interlock state failuretherebetween. On the other hand, second directional control valve SV2 isdisplaced leftward in FIG. 2, receiving the D range pressure at fourthport c4. Upon this, fluid communication is allowed between first port c1and third port c3 of second directional control valve SV2 so that the Drange pressure acts on sixth pressure regulating valve CV6. At thistime, sixth pressure regulating valve CV6 is displaced downward in FIG.2. As a result, the D range pressure is not supplied to direct clutch C2nor to fourth directional control valve SV4. Fourth directional controlvalve SV4 is displaced rightward, receiving the D range pressure, toallow fluid communication between fluid passages 121 and 123 and toconnect fluid passage 122 to the drain circuit. Accordingly, a hydraulicpressure is supplied to direct clutch C2 while no hydraulic pressure issupplied to third directional control valve SV3 via fluid passage 122.Third directional control valve SV3 is displaced rightward, receiving nosignal pressure at fourth port d4 from seventh solenoid valve SOL7. Uponthis, although fluid communication is allowed between fluid passage 106c (second port d2) and fluid passage 130 (third port d3) in thirddirectional control valve SV3, no hydraulic pressure is supplied tofluid passage 106 c from manual valve MV, and thereby no hydraulicpressure is supplied to reverse brake B4.

<Seventh gear> In seventh gear, input clutch C1, H&LR clutch C3 andfront brake B1 (first one-way clutch F1) are applied as shown by a setof open circles in FIG. 8.

In seventh gear, with input clutch C1 applied, the rotation of inputshaft INPUT is inputted into second connection member M2 while inputtedinto second ring gear R2. On the other hand, with front brake B1applied, the rotation slowed down by first planetary gear arrangementGS1 is transmitted to fourth ring gear R4 via first connection memberM1. With H&LR clutch C3 applied, second planetary gear arrangement GS2outputs from third planet-pinion carrier PC3 to output shaft OUTPUT arotation defined by the rotation of fourth ring gear R4 and the rotationof second connection member M2.

In the speed relationship diagram of FIG. 9, seventh gear is defined bythe engagement point of front brake B1 to define how the engine outputspeed is reduced by first planetary gear arrangement GS1, and the lineconnecting the engagement point of input clutch C1 to define that theengine output speed is directly inputted into second connection memberM2 and the engagement point of H&LR clutch C3 to define how therotational speed is changed in second planetary gear arrangement GS2.Thus, the rotation inputted from input shaft INPUT is accelerated andoutputted from output shaft OUTPUT.

In seventh gear, the torque or power flows through input clutch C1, H&LRclutch C3, front brake B1, first connection member M1, second connectionmember M2, and third connection member M3. Thus, first planetary geararrangement GS1 and second planetary gear arrangement GS2 serve fortorque transmission.

As shown in the solenoid valve operation table of FIG. 10, in seventhgear, third and sixth solenoid valves SOL3 and SOL6 are energized to beON, and the remaining solenoid valves SOL1, SOL2, SOL4, SOL5 and SOL7are de-energized to be OFF, to supply the apply pressures to a desiredset of engaging elements. When seventh solenoid valve SOL7 is OFF, firstdirectional control valve SV1 is displaced rightward in FIG. 2 so thatfluid communication is allowed between second pressure regulating valveCV2 and input clutch C1 while low brake B2 is connected to the draincircuit. This is effective for preventing an interlock state failuretherebetween. On the other hand, second directional control valve SV2 isdisplaced leftward in FIG. 2, receiving the D range pressure at fourthport c4. Upon this, fluid communication is allowed between first port c1and third port c3 of second directional control valve SV2 so that the Drange pressure acts on sixth pressure regulating valve CV6. At thistime, sixth pressure regulating valve CV6 is displaced downward in FIG.2. As a result, the D range pressure is not supplied to direct clutch C2nor to fourth directional control valve SV4. Fourth directional controlvalve SV4 is displaced rightward, receiving the D range pressure, toallow fluid communication between fluid passages 121 and 123 and toconnect fluid passage 122 to the drain circuit. Accordingly, a hydraulicpressure is supplied to direct clutch C2 while no hydraulic pressure issupplied to third directional control valve SV3 via fluid passage 122.Third directional control valve SV3 is displaced rightward, receiving nosignal pressure at fourth port d4 from seventh solenoid valve SOL7. Uponthis, although fluid communication is allowed between fluid passage 106c (second port d2) and fluid passage 130 (third port d3) in thirddirectional control valve SV3, no hydraulic pressure is supplied tofluid passage 106 c from manual valve MV, and thereby no hydraulicpressure is supplied to reverse brake B4.

<Reverse gear> In reverse gear, H&LR clutch C3, front brake B1 andreverse brake B4 are applied as shown by a set of open circles in FIG.8.

In reverse gear, with front brake B1 applied, the rotation slowed downby first planetary gear arrangement GS1 is transmitted to fourth ringgear R4 via first connection member M1. On the other hand, with H&LRclutch C3 and reverse brake B4 applied, second planetary geararrangement GS2 outputs from third planet-pinion carrier PC3 to outputshaft OUTPUT a rotation defined by the rotation of fourth ring gear R4and the stationary state of second connection member M2.

In the speed relationship diagram of FIG. 9, reverse gear is defined bythe engagement point of front brake B1 to define how the engine outputspeed is reduced by first planetary gear arrangement GS1, and the lineconnecting the engagement point of input clutch C1 to define that theengine output speed is directly inputted into second connection memberM2 and the engagement point of H&LR clutch C3 to define how therotational speed is changed in second planetary gear arrangement GS2.Thus, the rotation inputted from input shaft INPUT is reversed andslowed down and outputted from output shaft OUTPUT.

In reverse gear, the torque or power flows through H&LR clutch C3, frontbrake B1, reverse brake B4, first connection member M1, secondconnection member M2, and third connection member M3. Thus, firstplanetary gear arrangement GS1 and second planetary gear arrangement GS2serve for torque transmission.

As shown in the solenoid valve operation table of FIG. 10, in reversegear, second, third and sixth solenoid valves SOL2, SOL3 and SOL6 areenergized to be ON, and the remaining solenoid valves SOL, SOL4, SOL5and SOL7 are de-energized to be OFF, to supply the apply pressures to adesired set of engaging elements. Specifically, seventh solenoid valveSOL7 is energized in an initial stage after the R range is selected, andthen de-energized after completion of engagement of reverse brake B4.The R range pressure is supplied to reverse brake B4 via thirddirectional control valve SV3. There is no dedicated pressure regulatingvalve for the R range. In an initial stage of engaging operation, theapply pressure of reverse brake B4 is regulated by sixth pressureregulating valve CV6 which is also used for direct clutch C2. When the Rrange pressure is selected by manual valve MV, second directionalcontrol valve SV2 is displaced rightward in FIG. 2 to supply the R rangepressure to sixth pressure regulating valve CV6. On the other hand,fourth directional control valve SV4 is displaced leftward in FIG. 2 toallow fluid communication between fluid passages 121 and 122. Thus, thehydraulic pressure regulated by sixth pressure regulating valve CV6 issupplied to fluid passage 122. When seventh solenoid valve SOL7 isturned ON under the above initial condition, third directional controlvalve SV3 is displaced leftward in FIG. 2 to allow fluid communicationbetween fluid passages 122 and 130. Thus, the apply pressure of reversebrake B4 is controlled with the hydraulic pressure regulated by sixthpressure regulating valve CV6. When the engaging operation of reversebrake B4 is completed, seventh solenoid valve SOL7 is turned OFF so thatthird directional control valve SV3 is displaced rightward in FIG. 2 toallow fluid communication between fluid passages 106 c and 130, andthereby that the R range pressure is directly supplied to reverse brakeB4 to maintain the applied state of reverse brake B4.

In this embodiment, the provision of third directional control valve SV3and fourth directional control valve SV4 allows to control the applypressure of two engaging elements with one pressure regulating valve.

<Effects and advantages of the first directional control valve> Thefollowing describes effects and advantages produced by first directionalcontrol valve SV1 with reference to the foregoing operation. Firstdirectional control valve SV1 is provided in order to ensure that lowbrake B2 and input clutch C1 are not applied at a time. Even if failuresoccur both in first solenoid valve SOL1 and in second solenoid valveSOL2 to generate the apply pressures at a time, first directionalcontrol valve SV1 inhibits one supply path of apply pressure. Thisprevents an interlock state between low brake B2 and input clutch C1.

As shown in the clutch and brake engagement operation table of FIG. 8and the solenoid valve operation table of FIG. 10, low brake B2 isapplied in first gear, second gear and third gear, and released infourth gear, fifth gear, sixth gear and seventh gear. On the other hand,input clutch C1 is applied in fifth gear, sixth gear and seventh gear,and released in first gear, second gear, third gear and fourth gear.Accordingly, both low brake B2 and input clutch C1 are released infourth gear.

If there is no gear in which both low brake B2 and input clutch C1 arereleased, it is necessary to upshift from one gear in which low brake B2is applied and input clutch C1 is released to the next gear in which lowbrake B2 is released and input clutch C1 is applied. In such an upshift,it is necessary to control the release pressure for low brake B2 and theapply pressure for input clutch C1 in parallel. In such a control, it isdifficult to find the optimal timing for switching first directionalcontrol valve SV1. Further, it is impossible to control an inertia phasein which each of the associated two engaging elements has a torquecapacity.

In contrast to the foregoing construction, in the first embodiment, bothlow brake B2 and input clutch C1 are released in fourth gear. Firstdirectional control valve SV1 may be switched by turning OFF seventhsolenoid valve SOL7 during driving in fourth gear. This is effective forpreventing an interlock state without adversely affecting the shiftsequence control.

<Control process against failures> In general, there is a possibilitythat an automatic transmission is subjected to failures such asinterlock-state failures, neutral-state failures, and abnormalgear-ratio failures.

An interlock-state failure is defined as a failure that rotation ofinput shaft INPUT and rotation of output shaft OUTPUT is simultaneouslyfixed by an engaging-state failure of an engaging element. When aninterlock-state failure occurs while the vehicle is running, the drivewheels are subjected to a rapidly stopping torque. Accordingly, aninterlock-state failure can be detected by monitoring a state of thevehicle such as deceleration of the vehicle.

A neutral-state failure is defined as a failure that an engaging elementwhich is applied to receive a rotation from input shaft INPUT in aselected gear is in a significantly slipping state or a failure that adisengaging-state failure interrupts transmission of rotation to outputshaft OUTPUT. When a neutral-state failure occurs while the vehicle isrunning, the ratio of rotation of output shaft OUTPUT to rotation ofinput shaft INPUT is significantly small. Accordingly, a neutral-statefailure can be detected by monitoring an actual transmission gear ratio(input speed/output speed) and detecting that the actual transmissiongear ratio is abnormally higher than the normal transmission gear ratioof the selected gear.

An abnormal gear-ratio failure is defined as a failure that the actualtransmission gear ratio is deviated from the normal transmission gearratio of the selected gear by a specific amount or more, which is causedby a slight slipping state of an engaging element which is applied inthe selected gear, or by an engaging-state failure or disengaging-statefailure of the associated engaging element.

An engaging-state failure is defined as a failure that an engagingelement remains applied even though requested to be released, or, inother words, the engaging element cannot be fully released. Adisengaging-state failure is defined as a failure that an engagingelement remains released even though requested to be applied, or, inother words, the engaging element cannot be fully applied. In thisembodiment, failures due to electrical failures such as breaks and shortcircuits in the solenoids can be detected by monitoring electric currentwithout estimation based on physical phenomenon. Accordingly, suchfailures are not involved in this embodiment. This embodiment deals withfailures due to states where the valves are caught under the influenceof contaminations, etc. in the hydraulic circuit, which is called valvestiction. Valve stiction cannot be detected except by logicallypresuming physical phenomenon actually produced within the automatictransmission.

In this embodiment, the system is configured to detect and identifyinterlock-state failures, neutral-state failures, and abnormalgear-ratio failures, to carry out a shift into an escape gear, toidentify the abnormal part, and to carry out a shift control to supply adriving power. An escape gear is defined as a gear which is establishedby the control process performed when detecting failures. An escape gearis used not only as a temporary gear from fault detection to vehiclestop, but also as a gear after vehicle restart. The following describesthis failure detection process.

FIG. 11 is a flow chart showing an outline of a process of failuredetection and failure handling. This process is carried out by ATCU 20at intervals of a predetermined control cycle.

At Step S1, ATCU 20 performs a process of abnormality detection control.The abnormality detection control process is defined as a process ofdetecting an abnormality in the automatic transmission and identifyingthe abnormality as one of an interlock-state failure, an abnormalgear-ratio failure and neutral-state failure. This is described indetail below.

At Step S2, ATCU 20 judges whether or not the abnormality detectioncontrol process detected an abnormality in the automatic transmission.When the answer to Step S2 is affirmative (YES), the routine proceeds toStep S3. On the other hand, when the answer to Step S2 is negative (NO),the routine returns to Step S1, repeating the abnormality detectioncontrol process.

At Step S3, ATCU 20 performs a process of escape shift control. Theescape shift control process is defined as a process of temporarilyshifting into an escape gear to maintain the state where the vehicle isrunning with a driving torque, escaping from the abnormal condition inview of that it is impossible to maintain the state where the vehicle isrunning with a driving torque in the selected gear and that there is apossibility to adversely affect the safety of the vehicle in theselected gear. This is described in detail below.

At Step S4, ATCU 20 judges whether or not the vehicle is stationary.When the answer to Step S4 is YES, the routine proceeds to Step S5. Onthe other hand, when the answer to Step S4 is NO, the routine returns toStep S3, repeating the escape shift control process. Thus, ATCU 20 holdsthe escape gear established by the escape shift control process untilthe vehicle is brought to be stationary.

At Step S5, ATCU 20 performs a process of abnormality identificationcontrol when restarting the vehicle after the vehicle stop. Theabnormality identification control process is defined as a process ofestablishing specific gears in order to identify an abnormal engagingelement which causes the abnormality in the automatic transmission.While the escape shift control process is performed at occurrence of theabove-mentioned abnormalities, it is possible to identify the abnormalengaging element if there is an adequate period of time. However, forexample, when a failure occurs at the time of rapid braking etc., it ispossible that the vehicle stops before identifying the abnormal engagingelement. Further, when the vehicle is stationary, it is difficult toidentify the abnormal engaging element using the actual transmissiongear ratio. Accordingly, in this embodiment, the identification of theabnormal engaging element is performed in vehicle restart after thevehicle stop. This is described in detail below.

At Step S6, ATCU 20 performs a process of abnormality handling shiftcontrol. The abnormality handling shift control is defined as a processof controlling the automatic transmission in accordance with theidentification of the abnormal engaging element, using a set of normalgears, or, if the failure is an engaging-state failure of the abnormalengaging element, using the engagement of the abnormal engaging element.This is described in detail below.

<Abnormality detection control process> The following describes theabnormality detection control process of Step S1 in detail. FIG. 12 is aflow chart showing the abnormality detection control process.

At Step S101, ATCU 20 judges whether or not the automatic transmissionis operating in one of the normal forward drive range and the enginebraking range. When the answer to Step S101 is YES, the routine proceedsto Step S102. On the other hand, when the answer to Step S101 is NO, theroutine returns.

At Step S102, ATCU 20 judges whether or not a foot brake is inoperative(a brake pedal switch is OFF) and vehicle acceleration G defined to bepositive in the forward direction and negative in the backward directionis below a predetermined set value. When the answer to Step S102 is YES,the routine proceeds to Step S103. On the other hand, when the answer toStep S102 is NO, the routine proceeds to Step S106. This judgment isbased on that the vehicle is rapidly slowed down by a high decelerationwhen an interlock-state failure occurs.

At Step S103, ATCU 20 counts up a timer t by incrementing timer t by 1.

At Step S104, ATCU 20 judges whether or not the count value of timer tis larger than a predetermined set value. When the answer to Step S104is YES, the routine proceeds to Step S105. On the other hand, when theanswer to Step S104 is NO, the routine returns to Step S102, repeatingSteps S102 to S104. When the count value of timer t is larger than theset value, it indicates that the above condition of inter-lock statefailure is satisfied continuously over a certain period of time.Accordingly, when the count value of timer t is larger than the setvalue, it is judged that there is an interlock-state failure. Thiseliminates a case where the condition of interlock state failure istemporarily fulfilled under the influence of noises etc.

At Step S105, ATCU 20 judges that an interlock-state failure is presentin the automatic transmission.

At Step S106, ATCU 20 resets timer t to 0.

At Step S107, ATCU 20 judges whether or not the actual transmission gearratio is present within a predetermined region of abnormal gear-ratiofailure. When the answer to Step S107 is YES, the routine proceeds toStep S108. On the other hand, when the answer to Step S107 is NO, theroutine proceeds to Step S111. As shown in FIG. 17, the abnormal gearratio failure region is defined as a region including a part in whichthe actual transmission gear ratio is larger than the normaltransmission gear ratio of the selected gear and a part in which theactual transmission gear ratio is smaller by about one step than thenormal transmission gear ratio of the selected gear. FIG. 17 is adiagram showing in tabular form a set of possible gear ratiosestablished when a failure occurs in each selected gear. In FIG. 17, anopen circle represents the normal transmission gear ratio of a selectedgear, an open star represents the transmission gear ratio of a possiblegear which is established by the engaging-state failure ordisengaging-state failure of an engaging element in a selected gear. InFIG. 17, a diagonally shaded region represents a region of neutral-statefailure.

At Step S108, ATCU 20 counts up timer t by incrementing timer t by 1.

At Step S109, ATCU 20 judges whether the count value of timer t islarger than a predetermined set value. When the answer to Step S109 isYES, the routine proceeds to Step S110. On the other hand, when theanswer to Step S109 is NO, the routine returns to Step S107, repeatingSteps S107 to S109.

At Step S110, ATCU 20 judges that an abnormal gear-ratio failure ispresent in the automatic transmission.

At Step S111, ATCU 20 resets timer t to 0.

At Step S112, ATCU-20 judges whether or not the actual transmission gearratio is present within a predetermined region of neutral-state failure.When the answer to Step S112 is YES, the routine proceeds to Step S113.On the other hand, when the answer to Step S112 is NO, the routinereturns to Step S102. As shown in FIG. 17, the neutral-state failureregion is defined as a region in which the actual transmission gearratio is larger by one step or more than the normal transmission gearratio of the selected gear, represented by a diagonally shaded region.

At Step S113, ATCU 20 counts up timer t by incrementing timer t by 1.

At Step S114, ATCU 20 judges whether the count value of timer t islarger than a predetermined set value. When the answer to Step S114 isYES, the routine proceeds to Step S115. On the other hand, when theanswer to Step S114 is NO, the routine returns to Step S112, repeatingSteps S112 to S114.

At Step S115, ATCU 20 judges that a neutral-state failure is present inthe automatic transmission.

The foregoing abnormality detection control process serves to detectinterlock-state failures, abnormal gear-ratio failures, andneutral-state failures.

<Escape shift control process under interlock-state failure> Thefollowing describes a process of escape shift control when it isdetermined that an interlock-state failure is present in the automatictransmission by the foregoing abnormality detection control process.FIG. 13 is a flow chart showing the escape shift control process.

<Escape shift control process in first gear, second gear, and thirdgear> At Step 201, ATCU 20 judges whether or not the selected gear iseither first gear, second gear, or third gear when the interlock-statefailure is detected. When the answer to Step 201 is YES, the routineproceeds to Step 202. On the other hand, when the answer to Step 201 isNO, the routine proceeds to Step 206.

At Step 202, ATCU 20 releases all the engaging elements.

At Step 203, ATCU 20 judges whether or not vehicle speed Vsp is below apredetermined set value. When the answer to Step 203 is YES, the routineproceeds to Step 204. On the other hand, when the answer to Step 203 isNO, the routine returns to Step 203, repeating Step 203.

At Step 204, ATCU 20 applies low brake B2.

At Step 205, ATCU 20 shifts into an escape gear.

<Process of identifying incorrectly applied engaging element> At Step2051, ATCU 20 detects the actual transmission gear ratio.

At Step 2052, ATCU 20 judges whether or not the actual transmission gearratio is identical to the normal transmission gear ratio of second gear.When the answer to Step 2052 is YES, the routine proceeds to Step 2053.On the other hand, when the answer to Step 2052 is NO, the routineproceeds to Step 2054.

At Step 2053, ATCU 20 judges that an engaging-state failure is presentin 2346-brake B3.

At Step 2054, ATCU 20 judges whether or not the actual transmission gearratio is identical to the normal transmission gear ratio of 1-2intermediate gear. When the answer to Step 2054 is YES, the routineproceeds to Step 2055. On the other hand, when the answer to Step 2054is NO, the routine proceeds to Step 2056.

At Step 2055, ATCU 20 judges that an engaging-state failure is presentin direct clutch C2.

At Step 2056, ATCU 20 judges whether or not the vehicle is subjected toengine braking. When the answer to Step 2056 is YES, the routineproceeds to Step 2057. On the other hand, when the answer to Step 2056is NO, the routine proceeds to Step 2058.

At Step 2057, ATCU 20 judges that an engaging-state failure is presentin H&LR clutch C3.

At Step 2058, ATCU 20 judges that an engaging-state failure is presentin front brake B1.

<Escape shift control process in fourth gear> At Step 206, ATCU 20judges whether or not the selected gear is fourth gear when theinterlock-state failure is detected. When the answer to Step 206 is YES,the routine proceeds to Step 207. On the other hand, when the answer toStep is 206 is NO, the routine proceeds to Step 208.

At Step 207, ATCU 20 releases 2346-brake B3.

<Process of identifying incorrectly applied engaging element> At Step2071, ATCU 20 detects the actual transmission gear ratio.

At Step 2072, ATCU 20 judges whether or not the actual transmission gearratio is identical to the normal transmission gear ratio of fifth gear.When the answer to Step 2072 is YES, the routine proceeds to Step 2074.On the other hand, when the answer to Step 2072 is NO, the routineproceeds to Step 2073.

At Step 2073, ATCU 20 judges that an engaging-state failure is presentin front brake B1.

At Step 2074, ATCU 20 judges that an engaging-state failure is presentin input clutch C1.

<Escape shift control process in fifth gear> At Step 208, ATCU 20 judgeswhether or not the selected gear is fifth gear when the interlock-statefailure is detected. When the answer to Step 208 is YES, the routineproceeds to Step 209. On the other hand, when the answer to Step 208 isNO, the routine proceeds to Step 210.

At Step 209, ATCU 20 releases direct clutch C2.

<Process of identifying incorrectly applied engaging element> At Step2091, ATCU 20 detects the actual transmission gear ratio.

At Step 2092, ATCU 20 judges whether or not the actual transmission gearratio is identical to the normal transmission gear ratio of sixth gear.When the answer to Step 2092 is YES, the routine proceeds to Step 2094.On the other hand, when the answer to Step 2092 is NO, the routineproceeds to Step 2093.

At Step 2093, ATCU 20 judges that an engaging-state failure is presentin front brake B1.

At Step 2094, ATCU 20 judges that an engaging-state failure is presentin 2346-brake B3.

<Escape shift control process in sixth gear> At Step 210, ATCU 20 judgeswhether or not the selected gear is sixth gear when the interlock-statefailure is detected. When the answer to Step 210 is YES, the routineproceeds to Step 211. On the other hand, when the answer to Step 210 isNO, the routine proceeds to Step 212.

At Step 211, ATCU 20 releases 2346-brake B3.

<Process of identifying incorrectly applied engaging element> At Step2111, ATCU 20 detects the actual transmission gear ratio.

At Step 2112, ATCU 20 judges whether or not the actual transmission gearratio is identical to the normal transmission gear ratio of fifth gear.When the answer to Step 2112 is YES, the routine proceeds to Step 2114.On the other hand, when the answer to Step 2112 is NO, the routineproceeds to Step 2113.

At Step 2113, ATCU 20 judges that an engaging-state failure is presentin front brake B1.

At Step 2114, ATCU 20 judges that an engaging-state failure is presentin direct clutch C2.

<Escape shift control process in seventh gear> At Step 212, ATCU 20judges that the selected gear is seventh gear when the interlock-statefailure is detected, and releases front brake B1.

<Process of identifying incorrectly applied engaging element> At Step2121, ATCU 20 detects the actual transmission gear ratio.

At Step 2122, ATCU 20 judges whether or not the actual transmission gearratio is identical to the normal transmission gear ratio of sixth gear.When the answer to Step 2122 is YES, the routine proceeds to Step 2124.On the other hand, when the answer to Step 2122 is NO, the routineproceeds to Step 2123.

At Step 2123, ATCU 20 judges that an engaging-state failure is presentin direct clutch C2.

At Step 2124, ATCU 20 judges that an engaging-state failure is presentin 2346-brake B3.

The following describes effects and advantages produced by the escapeshift control process. When four of the engaging elements are applied ata time in the automatic transmission, the automatic transmission isbrought to be in an interlock state. If an interlock state is caused byan engaging-state failure of one engaging element, the interlock stateis caused by engagement of three normal engaging elements and theengaging-state failure of one engaging element. Accordingly, it ispossible to escape from the interlock state and provide a driving torqueby releasing one of the three normal engaging elements. This logic isused to build the escape shift control process. In this embodiment, anescape gear is defined as a gear which after detection of aninterlock-state failure, is established in order to escape from theinterlock-state failure and to ensure an ability to drive the vehicle.

In first gear, second gear, and third gear, the fluid passage connectedto input clutch C1 is mechanically closed by first directional controlvalve SV1. Accordingly, in first gear, second gear, and third gear,input clutch C1 is excluded from a group of possible incorrectly appliedengaging elements. Similarly, in first gear, second gear, and thirdgear, the fluid passage connected to reverse brake B4 is mechanicallyclosed by fourth directional control valve SV4. Accordingly, in firstgear, second gear, and third gear, reverse brake B4 is excluded from agroup of possible incorrectly applied engaging elements.

<(i) Interlock-state failures when the selected gear is first gear,second gear, or third gear> In first gear, second gear, and third gear,interlock states are caused by the engaging-state failure of H&LR clutchC3, the engaging-state failure of front brake B1, the engaging-statefailure of 2346-brake B3, or the engaging-state failure of direct clutchC2. Under such an interlock state failure, an escape gear can beestablished by releasing all the engaging elements except low brake B2,i.e. by engagement of low brake B2 and engagement of the incorrectlyapplied engaging element.

Low brake B2 is applied in each of first gear, second gear, and thirdgear. When an engaging-state failure occurs in a certain engagingelement, the operation of maintaining engagement of low brake B2 andreleasing the other engaging elements establishes one of first gear, 1-2intermediate gear, and second gear. 1-2 intermediate gear is defined asa gear which is established by engagement of first one-way clutch F1,direct clutch C2, and low brake B2 as shown in the speed relationshipdiagram of FIG. 19.

FIG. 14 is a diagram showing in tabular form a relationship among eachselected gear, each possible incorrectly applied engaging element, areleased engaging element corresponding to the selected gear, and a gearratio established under such a condition. As shown in FIG. 14,engagement of incorrectly applied 2346-brake B3 and engagement of lowbrake B2 establishes normal drive range second gear. Engagement ofincorrectly applied direct clutch C2 and engagement of low brake B2establishes engine braking range 1-2 intermediate gear. Engagement ofincorrectly applied front brake B1 and engagement of low brake B2establishes normal drive range first gear.

In recent years, in multiple-speed transmissions, the transmission gearratio of first gear and second gear are set to relatively high values inorder to provide a wide set of transmission gear ratios in considerationof fuel economy. Interstage ratios of lower gear ratios are also set tohigher values than those of higher gear ratios. For this reason, if anescape process is designed so that at occurrence of an interlock-statefailure a current higher gear is shifted into first gear or second gear,it is possible that there occurs an extremely large engine brakingforce, even if the current gear is third gear. When the vehicle speed ishigh, it is possible that the vehicle is subjected to a decelerationcomparable with the case of interlock states.

Also in this embodiment, if all the normal engaging elements arereleased except low brake B2 applied, it is possible that there occurs awide range of downshift so that the vehicle is subjected to a largeengine braking force depending on which is the incorrectly appliedengaging element. Accordingly, in this embodiment, the escape shiftcontrol process is configured to output releasing commands to all theengaging elements including low brake B2 when vehicle speed Vsp is abovea predetermined set speed value V1 such that there is a possibility thatthe vehicle is subjected to a rapid engine braking, and then to applylow brake B2 after vehicle speed Vsp decreases below set speed value V1,in order to provide a driving torque without generating a rapid enginebraking.

In the above process of this embodiment, when the actual transmissiongear ratio is detected after application of low brake B2, the actualtransmission gear ratio is one of first gear, 1-2 intermediate gear, andsecond gear as shown in FIG. 14. Thus, it is possible to identify theabnormal engaging element by detecting the actual transmission gearratio, and determining which gear is corresponding to the actualtransmission gear ratio. Further, in order to identify the abnormalengaging element as front brake B1 or H&LR clutch C3, the escape shiftcontrol process is configured to detect whether or not the vehicle issubjected to engine braking. It is possible to determine whether or notthe vehicle is subjected to engine braking, in accordance with changesin the engine speed under OFF state of the accelerator pedal.

<(ii) Interlock-state failures when the selected gear is fourth gear> Infourth gear, interlock states are caused by the engaging-state failureof input clutch C1 or the engaging-state failure of front brake B1.Under such an interlock state, an escape gear can be established byreleasing 2346-brake B3 among the tree normal engaging elements, i.e. byengagement of direct clutch C2, engagement of H&LR clutch C3 andengagement of the incorrectly applied engaging element. This escape gearis higher than second gear, so that the shift into the escape gearscauses no wide range of downshift. Specifically, when an engaging-statefailure is present in input clutch C1, fifth gear is established byreleasing 2346-brake B3. On the other hand, when an engaging-statefailure is present in front brake B1, 2-3 intermediate gear isestablished by releasing 2346-brake B3. 2-3 intermediate gear is definedas a gear which is established by engagement of front brake B1 (or firstone-way clutch F1), engagement of direct clutch C2, and engagement ofH&LR clutch C3 as shown in the speed relationship diagram of FIG. 20.

If the actual transmission gear ratio is detected after release of2346-brake B3, the actual transmission gear ratio is identical to thenormal transmission gear ratio of fifth gear or 2-3 intermediate gear asshown in FIG. 14. Thus, it is possible to identify the abnormal engagingelement by detecting the actual transmission gear ratio, and determiningwhich gear is corresponding to the actual transmission gear ratio.

<(iii) Interlock-state failures when the selected gear is fifth gear> Infifth gear, interlock states are caused by the engaging-state failure of2346-brake B3 or the engaging-state failure of front brake B1. Undersuch an interlock state, an escape gear can be established by releasing2346-brake B3 among the tree normal engaging elements, i.e. byengagement of input clutch C1, engagement of H&LR clutch C3 andengagement of the incorrectly applied engaging element. This escape gearis higher than second gear, so that the shift into the escape gearscauses no wide range of downshift. Specifically, when an engaging-statefailure is present in 2346-brake B3, sixth gear is established byreleasing direct clutch C2. On the other hand, when an engaging-statefailure is present in front brake B1, seventh gear is established byreleasing direct clutch C2.

If the actual transmission gear ratio is detected after release ofdirect clutch C2, the actual transmission gear ratio is identical to thetransmission gear ratio value of sixth gear or seventh gear as shown inFIG. 14. Thus, it is possible to identify the abnormal engaging elementby detecting the actual transmission gear ratio, and determining whichgear is corresponding to the actual transmission gear ratio.

<(iv) Interlock-state failures when the selected gear is sixth gear> Insixth gear, interlock states are caused by the engaging-state failure ofdirect clutch C2 or the engaging-state failure of front brake B1. Undersuch an interlock state, an escape gear can be established by releasing2346-brake B3 among the tree normal engaging elements, i.e. byengagement of input-clutch C1, engagement of H&LR clutch C3 andengagement of the engaging element having the engaging-state failure.This escape gear is higher than second gear, so that the shift into theescape gears causes no wide range of downshift. Specifically, when anengaging-state failure is present in direct clutch C2, fifth gear isestablished by releasing 2346-brake B3. On the other hand, when anengaging-state failure is present in front brake B1, seventh gear isestablished by releasing 2346-brake B3.

If the actual transmission gear ratio is detected after release of2346-brake B3, the actual transmission gear ratio is identical to thenormal transmission gear ratio of fifth gear or seventh gear as shown inFIG. 14. Thus, it is possible to identify the abnormal engaging elementby detecting the actual transmission gear ratio, and determining whichgear is corresponding to the actual transmission gear ratio.

<(v) Interlock-state failures when the selected gear is seventh gear> Inseventh gear, interlock states are caused by the engaging-state failureof 2346-brake B3 or the engaging-state failure of direct clutch C2.Under such an interlock state, an escape gear can be established byreleasing front brake B1 among the tree normal engaging elements, i.e.by engagement of input clutch C1, engagement of H&LR clutch C3 andengagement of the engaging element having the engaging-state failure.This escape gear is higher than second gear, so that the shift into theescape gears causes no wide range of downshift. Specifically, when anengaging-state failure is present in 2346-brake B3, sixth gear isestablished by releasing front brake B1. On the other hand, when anengaging-state failure is present in direct clutch C2, fifth gear isestablished by releasing front brake B1.

If the actual transmission gear ratio is detected after release of frontbrake B1, the actual transmission gear ratio is identical to the normaltransmission gear ratio of fifth gear or sixth gear as shown in FIG. 14.Thus, it is possible to identify the abnormal engaging element bydetecting the actual transmission gear ratio, and determining which gearis corresponding to the actual transmission gear ratio.

As described in the foregoing (i)-(v), the escape shift control processis configured to output releasing commands to all the engaging elementsincluding low brake B2 and then to apply low brake B2 after vehiclespeed Vsp decreases below set speed value V1, in order to establish anescape gear, in consideration that it is impossible to always establishan escape gear higher than second gear in case an interlock-statefailure is detected when the selected gear is first gear, second gear,or third gear. The escape shift control process is also configured toestablish an escape gear higher than second gear by releasing one of theengaging elements needed to establish the selected gear, in case afailure is detected when the selected gear is fourth gear, fifth gear,sixth gear or seventh gear. This process is enabled by that theprovision of first directional control valve SV1 mechanically inhibitsthat low brake B2 and input clutch C1 are both applied at a time.

Under normal operating conditions, low brake B2 is applied only in firstgear, second gear, and third gear, while input clutch C1 is applied onlyin fifth gear, sixth gear, and seventh gear. If there is a possibilitythat an engaging-state failure is present in low brake B2 when aninterlock state occurs in fourth gear, fifth gear, sixth gear, andseventh gear, there is a possibility that releasing one engaging elementestablishes a lower gear to cause a wide range of downshift. Incontrast, in this embodiment, the provision of first directional controlvalve SV1 eliminates a possibility that an engaging-state failure ispresent in low brake B2 when an interlock state occurs in fourth gear,fifth gear, sixth gear, and seventh gear. This allows to establish anescape gear higher than a reference gear by releasing one engagingelement, without causing a wide range of downshift.

Further, the escape shift control process configured to release all theengaging elements, and then apply low brake B2 after vehicle speed Vspdecreases below set speed value V1, is effective for preventing that arapid braking force is acted on the drive wheels due to engine braking.

Still further, the escape shift control process is configured to operateonly one of the engaging elements which is applied in a selected gear inwhich an interlock-state failure is detected. Although there is apossibility that other escape gears can be obtained by a combination ofapplication/release of a plurality of engaging elements, there is anundesired possibility that such a process shifts into an intermediategear causing a wide range of downshift and then shifts into an escapegear without causing a wide range of downshift, depending on timings ofapplication/release. In addition, in consideration that an interlockstate which causes a rapid deceleration is desired to escape from assoon as possible, and that it is difficult to carry out a complexprocess of shift control under failed conditions, the escape shiftcontrol process configured to establish an escape gear only by releasingone engaging element is effective for enhancing robustness of the escapeshift control process.

Still further, it is possible in this embodiment to identify theincorrectly applied engaging element in accordance with the actualtransmission gear ratio after application of low brake B2 in first gear,second gear, and third gear, or after release of one of the normalengaging elements needed to be applied in fourth gear, fifth gear, sixthgear, and seventh gear. For example, just after the vehicle is stopped,it is possible to carry out a shift control using gear ratios which canbe established by engagement of the incorrectly applied engagingelement. This is effective for providing a driving torque and enhancingthe driving performance even when an interlock-state failure occurs.

<Escape shift control process under abnormal gear-ratio failure> Thefollowing describes a process of escape shift control when it isdetermined that an abnormal gear-ratio failure is present in theautomatic transmission by the abnormality detection control process.Abnormal gear-ratio failures are divided into two cases, i.e. a firstcase in which the actual transmission gear ratio is deviated from thenormal transmission gear ratio of the selected gear due to errors suchas a slight slipping state of an engaging element, and a second case inwhich the actual transmission gear ratio is deviated due to a statecaused by the engaging-state failure of an engaging element in whichinput shaft INPUT is in an interlock state and output shaft OUTPUT is ina neutral state. Each case is described in detail below.

<Input shaft in interlock state, and output shaft in neutral state> Thefollowing describes a case in which input shaft INPUT is in an interlockstate and output shaft OUTPUT is in a neutral state. FIG. 15 is a speedrelationship diagram of the automatic transmission, in which anengaging-state failure occurs in 2346-brake B3 to change the state ofspeed relationship in engine braking range first gear.

In FIG. 15, rigid levers L1, L2, L23 and L24 represent first planetarygear arrangement GS1, second planetary gear arrangement GS2, thirdplanetary gear G3, and fourth planetary gear G4, respectively. In thespeed relationship diagram, each rigid lever indicates the ratio ofrotational speed of rotating elements of an associated one of theplanetary gears, and also indicates input/output of torque therebetween.In FIG. 15, bold arrows indicate the direction of input/output torques.In FIG. 15, a set of solid lines indicates a normal operating condition,while a set of broken lines indicates an abnormal condition.

When the engine braking range is selected, front brake B1 is applied,H&LR clutch C3 is applied, and low brake B2 is applied in first gear.When input shaft INPUT is subjected to a torque in the upward directionof FIG. 15, front brake B1 is subjected to an upward torque while firstring gear R1 and second planet-pinion carrier PC2 are subjected todownward torques. The downward torque outputted from first planetarygear arrangement GS1 is inputted into fourth ring gear R4 of secondplanetary gear arrangement GS2 as an upward torque. In second planetarygear arrangement GS2, low brake B2 is subjected to an upward torquewhile a downward torque is outputted from output shaft OUTPUT.

When an engaging-state failure occurs in 2346-brake B3 under thiscondition, rigid lever L1 is subjected to a set of forces in such amanner to raise the rotational speed of first sun gear S1 and second sungear S2 to a stationary state. With front brake B1 applied, rigid leverL1 rotates about the engagement point of front brake B1, so that therotational speed of all the rotating elements of first planetary geararrangement GS1 change toward a stationary state (input shaft INPUT isin an interlock state).

Upon this, the rotational speed of fourth ring gear R4 of secondplanetary gear arrangement GS2, which is connected to first planetarygear arrangement GS1 via first connection member M1, changes toward astationary state. Since fourth planetary gear G4 is connected only viasecond one-way clutch F2 to third sun gear S3 connected to low brake B2,rigid lever L24 rotates about the point indicative of fourthplanet-pinion carrier PC4.

On the other hand, although the rotational state of third planetary gearG3 of second planetary gear arrangement GS2 is defined by the rotationof low brake B2 and the rotation of output shaft OUTPUT, third planetarygear G3 is subjected to no reaction force from fourth planet-pinioncarrier PC4 of fourth planetary gear G4 into third ring gear R3, andthereby is brought to be in a neutral state (output shaft OUTPUT is in aneutral state).

Under the above condition, the engine speed does not increase directlyin response to depression of the accelerator pedal under the influenceof the interlock state of input shaft INPUT while the vehicle speed (therotational speed of output shaft OUTPUT) dose not rapidly decrease as inthe case of usual interlock states, thus resulting in a coasting drive.

FIG. 16 is a speed relationship diagram of the automatic transmission,in which an engaging-state failure occurs in front brake B1 to changethe state of speed relationship in second gear.

In second gear, 2346-brake B3 is applied, H&LR clutch C3 is applied, andlow brake B2 is applied under normal operating conditions. When inputshaft INPUT is subjected to a torque in the upward direction of FIG. 16,2346-brake B3 is subjected to an upward torque while first ring gear R1and second planet-pinion carrier PC2 are subjected to downward torques.The downward torque outputted from first planetary gear arrangement GS1is inputted into fourth ring gear R4 of second planetary geararrangement GS2 as an upward torque. In second planetary geararrangement GS2, low brake B2 is subjected to an upward torque while adownward torque is outputted from output shaft OUTPUT.

When an engaging-state failure occurs in front brake B1 under thiscondition, rigid lever L1 is subjected to a set of forces in such amanner to reduce the rotational speed of first planet-pinion carrier PC1to a stationary state. With 2346-brake B3 applied, rigid lever L1rotates about the engagement point of 2346-brake B3, so that therotational speed of all the rotating elements of first planetary geararrangement GS1 change toward a stationary state (input shaft INPUT isin an interlock state).

Upon this, the rotational speed of fourth ring gear R4 of secondplanetary gear arrangement GS2, which is connected to first planetarygear arrangement GS1 via first connection member M1, changes toward astationary state. Since fourth planetary gear G4 is connected only viasecond one-way clutch F2 to third sun gear S3 connected to low brake B2,rigid lever L24 rotates about the point indicative of fourthplanet-pinion carrier PC4.

On the other hand, although the rotational state of third planetary gearG3 of second planetary gear arrangement GS2 is defined by the rotationof low brake B2 and the rotation of output shaft OUTPUT, third planetarygear G3 is subjected to no reaction force from fourth planet-pinioncarrier PC4 of fourth planetary gear G4 into third ring gear R3, andthereby is brought to be in a neutral state (output shaft OUTPUT is in aneutral state).

Under the above condition, the engine speed does not increase directlyin response to depression of the accelerator pedal under the influenceof the interlock state of input shaft INPUT while the vehicle speed (therotational speed of output shaft OUTPUT) dose not rapidly decrease as inthe case of usual interlock states, thus resulting in a coasting drive.

As mentioned above, the automatic transmission is brought to be in astate where input shaft INPUT is in an is interlock state and outputshaft OUTPUT is in a neutral state, in case an engaging-state failureoccurs in 2346-brake B3 in engine braking range first gear, or in casean engaging-state failure occurs in front brake B1 in second gear (bothin the engine braking range and in the normal drive range). This statecannot be recognized by a related art which judges that an abnormalityis present in the automatic transmission when the actual transmissiongear ratio becomes higher. In the state where input shaft INPUT is in aninterlock state and output shaft OUTPUT is in a neutral state, theactual transmission gear ratio is lower than the normal transmissiongear ratio of the selected gear.

If the judgment is only based on deviation of the actual transmissiongear ratio, the presence of failures is recognized but the failures arenot identified. Accordingly, in consideration of all the possiblefailures, an abnormality handling process is designed to ensure safetyunder all the possible failures. As a result, only a limited set of gearratios is available under failed conditions, adversely affecting thedriving performance.

If hydraulic switches are provided to detect whether hydraulic pressuresare supplied to engaging elements in the hydraulic circuit and to detectthe above failures, the provision of the hydraulic switches results incomplexity in the layout of the hydraulic circuit, increase in the sizeof the valves, and increase in the number of parts.

In the first embodiment, the provision of first directional controlvalve SV1 mechanically eliminates a state where low brake B2 and inputclutch C1 are both applied at a time. The following description is basedon this fact.

When an engaging-state failure or a disengaging-state failure occurs inan engaging element in a selected gear to establish another gear, it isnot a case where a neutral state failure is caused by a slipping stateof an engaging element. Accordingly, in FIG. 17, neutral-state failuresare indicated by a diagonally shaded region for each selected gear inwhich the actual transmission gear ratio can be established only by aslipping state of an engaging element. In this embodiment, in sixth gearand seventh gear, no gear is established by engaging-state failures ordisengaging-state failures. Accordingly, the region of neutral-statefailure is defined as a region where the actual transmission gear ratiois higher than the normal transmission gear ratio of the gear lower byone step than the selected gear. The region of abnormal gear-ratiofailure is defined as a region where the actual transmission gear ratiois not identical to the normal transmission gear ratio of the selectedgear, excluding the region of neutral-state failure.

When the actual transmission gear ratio is within the diagonally shadedregion, it is possible to identify that there occurs a neutral-statefailure. In contrast, when the actual transmission gear ratio is withinthe region of abnormal gear-ratio failure and is higher than the normaltransmission gear ratio of the selected gear, there is twopossibilities, i.e. a first possibility that the automatic transmissioncan provide a driving torque, and a second possibility that theautomatic transmission cannot provide a driving torque. In the statewhere input shaft INPUT is in an interlock state and output shaft OUTPUTis in a neutral state, the actual transmission gear ratio is lower thannormal, resulting in that it is not determined that a neutral-statefailure is present in the automatic transmission.

Accordingly, the escape shift control process is configured to identifythe failure as one of an interlock-state failure, a neutral-statefailure, and an abnormal gear-ratio failure, and to shift into an escapegear escaping from the failure reliably when the selected gear is firstgear or second gear.

<Shift control in case of judgment of the presence of an abnormalgear-ratio failure> The following describes a process of shift controlperformed when the foregoing identifying process judges that an abnormalgear-ratio failure is present in the automatic transmission. FIG. 18 isa flow-chart showing a process of escape shift control provided in thefirst embodiment, which is carried out when it is judged that anabnormal gear ratio failure is present in the automatic transmission.

At Step 301, ATCU 20 judges whether or not engine braking range firstgear is selected when the abnormal gear-ratio failure is detected. Whenthe answer to Step 301 is YES, the routine proceeds to Step 302. Whenthe answer to Step 301 is NO, the routine proceeds to Step 303.

At Step 302, ATCU 20 selects third gear as an escape gear and outputsshifting commands accordingly.

At Step 303, ATCU 20 judges whether or not second gear is selected whenthe abnormal gear-ratio failure is detected. When the answer to Step 303is YES, the routine proceeds to Step 304. When the answer to Step 303 isNO, the routine proceeds to Step 305.

At Step 304, ATCU 20 selects 2-3 intermediate gear as an escape gear andoutputs shifting commands accordingly.

At Step 305, ATCU 20 holds the current selected gear and inhibits shiftoperation until vehicle stop. When an abnormal gear-ratio failure isdetected in the gears other than first gear and second gear, thisfailure is not the type where input shaft INPUT is in an interlock stateand output shaft OUTPUT is in a neutral state. Accordingly, theautomatic transmission can output a driving torque in those gears.Accordingly, the inhibition of shift operation secures an ability todrive the vehicle.

The following describes effects and advantages of the above controlprocess. When the routine proceeds through Steps S106 to S110, it isjudged that no interlock-state failure is present in the automatictransmission. Also, at Step S107, it is judged that no neutral-statefailure is present in the automatic transmission. When the actualtransmission gear ratio is present within the region of abnormalgear-ratio failure under this condition, the following two cases arepossible.

<Example 1> If an engaging-state failure occurs in direct clutch C2 inengine braking range first gear, the rotating elements of fourthplanetary gear G4 rotate as a unit to establish 1-2 intermediate gear asshown by bold lines in FIG. 19. As shown in the speed relationshipdiagram of FIG. 15, if an engaging-state failure occurs in 2346-brakeB3, the automatic transmission is brought to be in the state where inputshaft INPUT is in an interlock state and output shaft OUTPUT is in aneutral state.

Although in the case of the engaging-state failure of direct clutch C21-2 intermediate gear is established to provide a driving torque, nodriving torque is provided in the case of the engaging-state failure of2346-brake B3. As mentioned above, the automatic transmission of thisembodiment is equipped with no hydraulic switch, so that it isimpossible to identify which engaging element is abnormal incorrectlysupplied with a hydraulic pressure. Accordingly, in this embodiment, theescape shift control process is configured in consideration of thepossible cases.

The actual transmission gear ratios established by the above twopossible failures are within the region of abnormal gear-ratio failure.In the process of FIG. 18, third gear is selected as an escape gearsince third gear can be established with the engaging-state failure ofone of the two engaging elements, without causing a rapid downshift, inorder to provide a driving torque. This is because 2346-brake B3 anddirect clutch C2 are both applied in third gear.

Thus, even when an abnormal gear-ratio failure is detected, the shiftinto third gear as an escape gear is effective for escaping from thefailed state where input shaft INPUT is in an interlock state and outputshaft OUTPUT is in a neutral state, providing a driving torque, andenhancing the driving performance.

<Example 2> If an engaging-state failure occurs in direct clutch C2 insecond gear, the rotating elements of fourth planetary gear G4 rotate asa unit to establish third gear as shown by bold lines in FIG. 20. If adisengaging-state failure occurs in 2346-brake B3, first gear isestablished as shown by bold lines in FIG. 20. As shown in the speedrelationship diagram of FIG. 16, if an engaging-state failure occurs infront brake B1, the automatic transmission is brought to be in the statewhere input shaft INPUT is in an interlock state and output shaft OUTPUTis in a neutral state.

Although in the case of the engaging-state failure of direct clutch C2or the disengaging-state failure of 2346-brake B3 third gear or firstgear is established to provide a driving torque, a transmission gearratio close to first gear or third gear is established to provide nodriving torque in the case of the engaging-state failure of front brakeB1. As described above, the automatic transmission of this embodiment isequipped with no hydraulic switch, so that it is impossible to identifywhich engaging element is abnormal incorrectly supplied with a hydraulicpressure. Accordingly, in this embodiment, the escape process isconfigured in consideration of the possible cases.

The actual transmission gear ratios established by the above possiblefailures are within the region of abnormal gear-ratio failure. In theprocess of FIG. 18, 2-3 intermediate gear is selected as an escape gearsince 2-3 intermediate gear can be established with the failure of oneof the engaging elements, without causing a rapid downshift, in order toprovide a driving torque. Specifically, as shown by bold lines in FIG.20, front brake B1, direct clutch C2, and H&LR clutch C3 are applied.This is because direct clutch C2, 2346-brake B3, and H&LR clutch C3 areapplied and 2346-brake B3 is released in 2-3 intermediate gear.

Thus, even when an abnormal gear-ratio failure is detected, the shiftinto 2-3 intermediate gear as an escape gear which is not used undernormal operating conditions is effective for escaping from the failedstate where input shaft INPUT is in an interlock state and output shaftOUTPUT is in a neutral state, providing a driving torque, and enhancingthe driving performance.

<Escape shift control process under neutral-state failures> Thefollowing describes a process of escape shift control when it isdetermined that a neutral-state failure is present in the automatictransmission by the foregoing abnormality detection control process. Asdescribed with the flow chart of FIG. 12, when the actual transmissiongear ratio is within the region of neutral-state failure, it isdetermined that a neutral-state failure is present in the automatictransmission. FIG. 21 is a flow chart showing the escape shift controlprocess.

<Escape shift control process in first gear, second gear, and thirdgear> At Step 401, ATCU 20 judges whether or not either first gear,second gear, or third gear is selected when the neural-state failure isdetected. When the answer to Step 401 is YES, the routine proceeds toStep 402. On the other hand, when the answer to Step 401 is NO, theroutine proceeds to Step 403.

When first gear is selected, first one-way clutch F1 prevents frontbrake B1 from a slipping state. Even if H&LR clutch C3 is in a slippingstate, engagement of low brake B2 prevents the automatic transmissionfrom a neutral state. Therefore, in first gear, a neutral-state failureis caused only by the slipping state of low brake B2.

Next, in case second gear is selected, when the actual transmission gearratio is higher than the normal transmission gear ratio of first gear asshown by the diagonally-shaded region of FIG. 17, it is judged that aneutral-state failure is present in the automatic transmission. If2346-brake B3 is in a slipping state, there is no possibility that theactual transmission gear ratio is lower than the normal transmissiongear ratio of first gear since first one-way clutch F1 is provided.Therefore, in second gear, a neutral-state failure is caused only by theslipping state of low brake B2.

Next, in case third gear is selected, when the actual transmission gearratio is higher than the normal transmission gear ratio of 1-2intermediate gear as shown by the diagonally-shaded region of FIG. 17,it is judged that a neutral-state failure is present in the automatictransmission. If direct clutch C2 is in a slipping state, second gear isestablished and there is no possibility that the actual transmissiongear ratio is lower than the normal transmission gear ratio of 1-2intermediate gear. On the other hand, if 2346-brake B3 is in a slippingstate, 1-2 intermediate gear is established and there is no possibilitythat the actual transmission gear ratio is lower than the normaltransmission gear ratio of 1-2 intermediate gear as shown in FIG. 19.Therefore, in third gear, a neutral-state failure is caused only by theslipping state of low brake B2.

From the above viewpoint, it is possible to identify that low brake B2is in a slipping state, when detecting a neutral-state failure in firstgear, second gear and third gear. Accordingly, under this condition,ATCU 20 uses fourth gear as an escape gear which is the lowest gear thatis established without engagement of low brake B2.

<Escape shift control process in fourth gear> At Step 403, ATCU 20judges whether or not fourth gear is selected when the neural-statefailure is detected. When the answer to Step 403 is YES, the routineproceeds to Step 404. On the other hand, when the answer to Step 403 isNO, the routine proceeds to Step 407.

At Step 404, ATCU 20 judges whether or not vehicle speed Vsp is below apredetermined set speed value Vsp0. When the answer to Step 404 is YES,the routine proceeds to Step 406. On the other hand, when the answer toStep 404 is NO, the routine proceeds to Step 405.

At Step 405, ATCU 20 enters a neutral state.

At Step 406, ATCU 20 selects second gear as an escape gear and outputscommands accordingly.

In case fourth gear is selected, when the actual transmission gear ratiois lower than the normal transmission gear ratio of 2-3 intermediategear as shown by the diagonally-shaded region of FIG. 17, it is judgedthat a neutral-state failure is present in the automatic transmission.If 2346-brake B3 is in a slipping state, 2-3 intermediate gear isestablished with first one-way clutch F1 and there is no possibilitythat the actual transmission gear ratio is lower than the normaltransmission gear ratio of 2-3 intermediate gear as shown in FIG. 20. Onthe other hand, if direct clutch C2 or H&LR clutch C3 is in a slippingstate, there is a possibility that the actual transmission gear ratio islower than the normal transmission gear ratio of 2-3 intermediate gear.Therefore, it is impossible to identify the abnormal engaging element asone of direct clutch C2 and H&LR clutch C3 in fourth gear. Accordingly,in the above process, ATCU 20 enters a neutral state and then usessecond gear as an escape gear, in which it is unnecessary to applydirect clutch C2 and H&LR clutch C3, after vehicle speed Vsp decreasesto eliminate a possibility that the rotating elements rotate atexcessive gear ratios.

<Escape shift control process in fifth gear> At Step 407, ATCU 20 judgeswhether or not fifth gear is selected when the neural-state failure isdetected. When the answer to Step 407 is YES, the routine proceeds toStep 408. On the other hand, when the answer to Step 407 is NO, theroutine proceeds to Step 415.

At Step 408, ATCU 20 judges whether or not the failure is in H&LR clutchC3. When the answer to Step 408 is YES, the routine proceeds to Step409. On the other hand, when the answer to Step 408 is NO, the routineproceeds to Step 412.

At Step 409, ATCU 20 judges whether or not vehicle speed Vsp is belowset speed value Vsp0. When the answer to Step 409 is YES, the routineproceeds to Step 410. On the other hand, when the answer to Step 409 isNO, the routine proceeds to Step 411.

At Step 410, ATCU 20 selects third gear as an escape gear and outputscommands accordingly.

At Step 411, ATCU 20 enters a neutral state.

At Step 412, ATCU 20 judges whether or not vehicle speed Vsp is belowset speed value Vsp0. When the answer to Step 412 is YES, the routineproceeds to Step 414. On the other hand, when the answer to Step 412 isNO, the routine proceeds to Step 413.

At Step 413, ATCU 20 selects sixth gear as an escape gear and outputscommands accordingly.

At Step 414, ATCU 20 selects second gear as an escape gear and outputscommands accordingly.

In case fifth gear is selected, when the actual transmission gear ratiois lower than the normal transmission gear ratio of 2-3 intermediategear as shown by the diagonally-shaded region of FIG. 17, it is judgedthat a neutral-state failure is present in the automatic transmission.If input clutch C1 is in a slipping state, 2-3 intermediate gear isestablished and there is no possibility that the actual transmissiongear ratio is lower than the normal transmission gear ratio of 2-3intermediate gear as shown in FIG. 20. On the other hand, if directclutch C2 is in a slipping state, there is a possibility that the actualtransmission gear ratio is lower than the normal transmission gear ratioof 2-3 intermediate gear, since lever L2 can rotate about the pointindicative of third ring gear R3 or fourth planet-pinion carrier PC4 asshown in FIG. 22. Similarly, if H&LR clutch C3 is in a slipping state,there is a possibility that the actual transmission gear ratio is lowerthan the normal transmission gear ratio of 2-3 intermediate gear, sincelever L23 can rotate about the point indicative of third ring gear R3 orfourth planet-pinion carrier PC4 as shown in FIG. 23. At this time,lever 24 remains in a horizontal position.

As shown in FIGS. 22 and 23, the rotational speed of fourth ring gear R4changes in different ways in the above two possible cases ofneutral-state failures. By checking the difference in detectedrotational speed between first turbine speed sensor 3 and second turbinespeed sensor 4, it is possible to identify the abnormal engaging elementas one of direct clutch C2 and H&LR clutch C3.

In case the failure is present in H&LR clutch C3, it is impossible toescape into other gears. Accordingly, ATCU 20 shifts into third gear,which does not use engagement of H&LR clutch C3, after vehicle speed Vspdecreases below set speed value Vsp0.

In case the failure is present in direct clutch C2, it is possible toshift into sixth gear by applying 2346-brake B3. Accordingly, ATCU 20first shifts into sixth gear, and then shifts into second gear, whichdoes not use engagement of direct clutch C2, after vehicle speed Vspdecreases below set speed value Vsp0.

<Escape shift control process in sixth gear> At Step 415, ATCU 20 judgeswhether or not sixth gear is selected when the neural-state failure isdetected. When the answer to Step 415 is YES, the routine proceeds toStep 416. On the other hand, when the answer to Step 415 is NO, theroutine proceeds to Step 423.

At Step 416, ATCU 20 judges whether or not the failure is in 2346-brakeB3. When the answer to Step 416 is YES, the routine proceeds to Step417. On the other hand, when the answer to Step 416 is NO, the routineproceeds to Step 420.

At Step 417, ATCU 20 judges whether or not vehicle speed Vsp is belowset speed value Vsp0. When the answer to Step 417 is YES, the routineproceeds to Step 419. On the other hand, when the answer to Step 417 isNO, the routine proceeds to Step 418.

At Step 418, selects seventh gear as an escape gear and outputs commandsaccordingly.

At Step 419, selects 2-3 intermediate gear as an escape gear and outputscommands accordingly.

At Step 420, ATCU 20 judges whether or not vehicle speed Vsp is belowset speed value Vsp0. When the answer to Step 420 is YES, the routineproceeds to Step 422. On the other hand, when the answer to Step 420 isNO, the routine proceeds to Step 421.

At Step 421, ATCU 20 enters a neutral state.

At Step 422, ATCU 20 selects third gear as an escape gear and outputscommands accordingly.

In case sixth gear is selected, when the actual transmission gear ratiois lower than the normal transmission gear ratio of fifth gear as shownby the diagonally-shaded region of FIG. 17, it is judged that aneutral-state failure is present in the automatic transmission. If2346-brake B3 is in a slipping state, there is a possibility that theactual transmission gear ratio is lower than the normal transmissiongear ratio of fifth gear, since lever L1 may rotate about the point ofinput shaft INPUT, and accordingly lever L2 may rotate about the pointof third ring gear R3 or fourth planet-pinion carrier PC4 as shown inFIG. 24. Similarly, if input clutch C1 is in a slipping state, there isa possibility that the actual transmission gear ratio is lower than thenormal transmission gear ratio of fifth gear, since lever L2 may rotateabout the point of fourth ring gear R4 as shown in FIG. 25. Similarly,if H&LR clutch C3 is in a slipping state, there is a possibility thatthe actual transmission gear ratio is lower than the normal transmissiongear ratio of fifth gear, since lever L23 may rotate about the point ofthird ring gear R3 or fourth ring gear R4 as shown in FIG. 25. At thistime, lever 24 remains inclined as in sixth gear.

As shown in FIGS. 24, 25 and 26, the movement of lever L1 is differentin the above three possible cases of neutral-state failures. By checkingthe difference in detected rotational speed between first turbine speedsensor 3 and second turbine speed sensor 4, it is possible to identifythe abnormal engaging element as 2346-brake B3 or the other engagingelements.

In case the failure is present in 2346-brake B3, it is possible to shiftinto seventh gear by applying front brake B1. Accordingly, ATCU 20 firstshifts into seventh gear, and then shifts into 2-3 intermediate gear,which does not use engagement of 2346-brake B3, after vehicle speed Vspdecreases below set speed value Vsp0.

In case the failure is present in the engaging elements other than2346-brake B3, it is impossible to escape into other gears. Accordingly,ATCU 20 enters a neutral state and then shifts into third gear, whichdoes not use engagement of H&LR clutch C3, after vehicle speed Vspdecreases below set speed value Vsp0.

<Escape shift control process in seventh gear> At Step 423, ATCU 20judges whether or not the failure is in 2346-brake B3. When the answerto Step 423 is YES, the routine proceeds to Step 424. On the other hand,when the answer to Step 423 is NO, the routine proceeds to Step 427.

At Step 424, ATCU 20 judges whether or not vehicle speed Vsp is belowset speed value Vsp0. When the answer to Step 424 is YES, the routineproceeds to Step 426. On the other hand, when the answer to Step 424 isNO, the routine proceeds to Step 425.

At Step 425, ATCU 20 selects sixth gear as an escape gear and outputscommands accordingly.

At Step 426, ATCU 20 selects third gear as an escape gear and outputscommands accordingly.

At Step 427, ATCU 20 judges whether or not vehicle speed Vsp is belowset speed value Vsp0. When the answer to Step 427 is YES, the routineproceeds to Step 429. On the other hand, when the answer to Step 427 isNO, the routine proceeds to Step 428.

At Step 428, ATCU 20 enters a neutral state.

At Step 429, ATCU 20 selects third gear as an escape gear and outputscommands accordingly.

In case seventh gear is selected, when the actual transmission gearratio is lower than the normal transmission gear ratio of sixth gear asshown by the diagonally-shaded region of FIG. 17, it is judged that aneutral-state failure is present in the automatic transmission. If frontbrake B1 is in a slipping state, there is a possibility that the actualtransmission gear ratio is lower than the normal transmission gear ratioof fifth gear, since lever L1 may rotate about the point of input shaftINPUT, and accordingly lever L2 may rotate about the point of third ringgear R3 or fourth planet-pinion carrier PC4 as shown in FIG. 27.Similarly, if input clutch C1 is in a slipping state, there is apossibility that the actual transmission gear ratio is lower than thenormal transmission gear ratio of fifth gear, since lever L2 may rotateabout the point of fourth ring gear R4 as shown in FIG. 28. Similarly,if H&LR clutch C3 is in a slipping state, there is a possibility thatthe actual transmission gear ratio is lower than the normal transmissiongear ratio of fifth gear, since lever L23 may rotate about the point offourth planet-pinion carrier PC4 as shown in FIG. 29. At this time,lever 24 remains inclined as in seventh gear.

As shown in FIGS. 27, 28 and 29, the movement of lever L1 is differentin the above three possible cases of neutral-state failures. By checkingthe difference in detected rotational speed between first turbine speedsensor 3 and second turbine speed sensor 4, it is possible to identifythe abnormal engaging element as front brake B1 or the other engagingelements.

In case the failure is present in front brake B1, it is possible toshift into sixth gear by applying 2346-brake B3. Accordingly, ATCU 20first shifts into sixth gear, and then shifts into third gear, whichdoes not use engagement of front brake B1, after vehicle speed Vspdecreases below set speed value Vsp0.

In case the failure is present in the engaging elements other than frontbrake B1, it is impossible to escape into other gears. Accordingly, ATCU20 enters a neutral state and then shifts into third gear, which doesnot use engagement of input clutch C1 or H&LR clutch C3, after vehiclespeed Vsp decreases below set speed value Vsp0.

As described above, at occurrence of neutral-state failures, the escapeshift control process uses an escape gear (2-3 intermediate gear) whichis not used under normal operating conditions. This is effective forexpanding an available range of transmission gear ratios and ensuring anability to drive the vehicle.

Based on the above-mentioned logic, this process may be implemented bypreparing a map for selecting an escape gear in accordance with thestate of the automatic transmission when a failure is detected.

<Abnormality identification control process and abnormality handlingshift control process> The following describes a process of abnormalityidentification control, and a process of abnormality handling shiftcontrol which is performed depending on the cause of failure identifiedby the abnormality identification control process. These processes arecarried out at vehicle restart after the aforementioned escape shiftcontrol process is performed and the vehicle is stopped. The abnormalityhandling shift control process is performed in accordance with adifferent logic from the logic or map used by the normal shift controlprocess. Specifically, the abnormality handling shift control processuses an escape gear ratio set consisting of three escape gears which arebeforehand defined for each abnormal engaging element, and controlsshifts among the three gear ratios in accordance with vehicle speed Vspas a parameter. The term “escape gear ratio set” introduced in thisdescription may be generally used to represent a set consisting of asingle escape gear (gear ratio) or a set consisting of a plurality ofescape gears (gear ratios).

FIG. 30 is a flow chart showing a process of abnormality identificationcontrol and abnormality handling shift control provided in the firstembodiment. As shown in FIG. 30, at Step 500, ATCU 20 judges whether ornot a neutral-state failure is present in the automatic transmission.When the answer to Step 500 is YES, the routine proceeds to Step 502. Onthe other hand, when the answer to Step 500 is NO, the routine proceedsto Step 501.

At Step 501, ATCU 20 judges whether or not the abnormal engaging elementis already identified by the failure identification process of FIG. 13.When the answer to Step 501 is YES, the routine proceeds to Step 524, atwhich ATCU 20 carries out the abnormality handling shift control inaccordance with identification of the abnormal engaging element. On theother hand, when the answer to Step 501 is NO, the routine proceeds toStep 506. The abnormality handling shift control performed at Step 524is defined as a control process to use three escape gears which arebeforehand defined for each abnormal engaging element, and controlshifts among the three gears in accordance with vehicle speed Vsp as aparameter. The shift control process for each abnormal engaging elementof Step 524 is same as Steps 508, 510, 516, 522, or 523.

At Step 502, ATCU 20 judges whether or not first gear, second gear, orthird gear is selected when the neutral-state failure is detected. Whenthe answer to Step 502 is YES, the routine proceeds to Step 503. On theother hand, when the answer to Step 502 is NO, the routine proceeds toStep 504.

At Step 503, ATCU 20 selects an escape gear ratio set consisting offourth gear, fifth gear, and sixth gear, and drives the vehicle usingthe escape gear ratio set. As mentioned above, in case a neutral-statefailure occurs in first gear, second gear, or third gear, the cause ofthe failure is identified as the disengaging-state failure of low brakeB2. Accordingly, the selecting the set of fourth gear, fifth gear, andsixth gear as an escape gear ratio set which does not use engagement oflow brake B2 is effective for providing a driving torque and enhancingthe driving performance.

At Step 504, ATCU 20 judges whether or not seventh gear is selected whenthe neutral-state failure is detected. When the answer to Step 504 isYES, the routine proceeds to Step 505. On the other hand, when theanswer to Step 504 is NO, the routine proceeds to Step 506.

At Step 505, ATCU 20 selects an escape gear ratio set consisting offirst gear (normal drive range), second gear (normal drive range), andthird gear, and drives the vehicle using the escape gear ratio set. Asmentioned above, in case a neutral-state failure occurs in seventh gear,the cause of the failure is identified as the disengaging-state failureof front brake B1, input clutch C1 or H&LR clutch C3. Accordingly, theselecting the set of first gear, second gear, and third gear as anescape gear ratio set which does not use engagement of front brake B1,input clutch C1 and H&LR clutch C3, is effective for providing a drivingtorque and enhancing the driving performance.

At Step 506, ATCU 20 selects normal drive range first gear as an escapegear and outputs commands accordingly.

At Step 507, ATCU 20 judges whether or not the actual transmission gearratio is identical to the normal transmission gear ratio of 1-2intermediate gear. When the answer to Step 507 is YES, the routineproceeds to Step 508. On the other hand, when the answer to Step 507 isNO, the routine proceeds to Step 509.

At Step 508, ATCU 20 selects an escape gear ratio set consisting ofthird gear, fourth gear, and fifth gear, and drives the vehicle usingthe escape gear ratio set. As mentioned above, 1-2 intermediate gear isestablished by engagement of low brake B2, first one-way clutch F1, anddirect clutch C2, as shown in FIG. 19. On the other hand, when firstgear is selected, the applying command is outputted only to low brakeB2. Therefore, in this case, the cause of failure is identified as theengaging-state failure of direct clutch C2. Third gear, fourth gear, andfifth gear are established using engagement of direct clutch C2.Accordingly, the abnormality handling shift control process using theset of third gear, fourth gear, and fifth gear as an escape gear ratioset is effective for providing a driving torque and enhancing thedriving performance.

At Step 509, ATCU 20 judges whether or not the actual transmission gearratio is identical to the normal transmission gear ratio of second gear.When the answer to Step 509 is YES, the routine proceeds to Step 510. Onthe other hand, when the answer to Step 509 is NO, the routine proceedsto Step 511.

At Step 510, ATCU 20 selects an escape gear ratio set consisting ofsecond gear, third gear, and fourth gear, and drives the vehicle usingthe escape gear ratio set. As shown in the speed relationship diagram ofFIG. 9, second gear is established by engagement of low brake B2 and2346-brake B3. On the other hand, when first gear is selected, theapplying command is outputted only to low brake B2. Therefore, in thiscase, the cause of failure is identified as the engaging-state failureof 2346-brake B3. Second gear, third gear, fourth gear, and sixth gearare established using engagement of 2346-brake B3. Accordingly, theabnormality handling shift control process using the set of second gear,third gear, and fourth gear as an escape gear ratio set is effective forproviding a driving torque and enhancing the driving performance.

At Step 511, ATCU 20 judges whether or not vehicle speed Vsp is higherthan a predetermined set speed value Vsp1. When the answer to Step 511is YES, the routine proceeds to Step 512. On the other hand, when theanswer to Step 511 is NO, the routine returns to Step 506, repeatingSteps 506 to 511. Set speed value Vsp1 may be set to such a value as 10km/h, with which the identifying process using first gear as an escapegear can be completed.

At Step 512, ATCU 20 selects normal drive range second gear as an escapegear and outputs commands accordingly.

At Step 513, ATCU 20 judges whether or not the actual transmission gearratio is identical to the normal transmission gear ratio of first gear.When the answer to Step 513 is YES, the routine proceeds to Step 514. Onthe other hand, when the answer to Step 513 is NO, the routine proceedsto Step 515.

At Step 514, ATCU 20 selects an escape gear ratio set consisting offirst gear, 2-3 intermediate gear, and fifth gear, and drives thevehicle using the escape gear ratio set. As shown in the speedrelationship diagram of FIG. 9, first gear is established by engagementof low brake B2. On the other hand, when second gear is selected, theapplying command is outputted to low brake B2 and 2346-brake B3.Therefore, in this case, the cause of failure is identified as thedisengaging-state failure of 2346-brake B3. First gear, 2-3 intermediategear, fifth gear, and seventh gear are established without engagement of2346-brake B3. Accordingly, the abnormality handling shift controlprocess using the set of first gear, 2-3 intermediate gear, and fifthgear as an escape gear ratio set is effective for providing a drivingtorque and enhancing the driving performance. In general, an abnormalityhandling shift control process may be implemented by providing aboutthree gear ratios. In this case, 2-3 intermediate gear which is not usedunder normal operating conditions is used to serve for the abnormalityhandling is shift control process.

At Step 515, ATCU 20 judges whether or not the actual transmission gearratio is identical to the normal transmission gear ratio of second gear.When the answer to Step 515 is YES, the routine proceeds to Step 517. Onthe other hand, when the answer to Step 515 is NO, the routine proceedsto Step 516.

At Step 516, ATCU 20 selects an escape gear ratio set consisting offirst gear, 2-3 intermediate gear, and seventh gear, and drives thevehicle using the escape gear ratio set. Since the actual transmissiongear ratio is not identical to the normal transmission gear ratio offirst gear nor second gear, it is identified that the state where inputshaft INPUT is in an interlock state and output shaft OUTPUT is in aneutral state is established by engagement of front brake B1 and2346-brake B3 as shown in the speed relationship diagram of FIG. 16. Onthe other hand, when second gear is selected, the applying command isoutputted to low brake B2 and 2346-brake B3. Therefore, in this case,the cause of failure is identified as the engaging-state failure offront brake B1. First gear, 2-3 intermediate gear, and seventh gear areestablished using engagement of front brake B1. Accordingly, theabnormality handling shift control process using the set of first gear,2-3 intermediate gear, and seventh gear as an escape gear ratio set iseffective for providing a driving torque and enhancing the drivingperformance. In this case, 2-3 intermediate gear which is not used undernormal operating conditions is used to serve for the abnormalityhandling shift control process.

At Step 517, ATCU 20 judges whether or not vehicle speed Vsp is higherthan a predetermined set speed value Vsp2. When the answer to Step 517is YES, the routine proceeds to Step 518. On the other hand, when theanswer to Step 517 is NO, the routine returns to Step 512, repeatingSteps 512 to 517. Set speed value Vsp2 may be set to such a value as 10km/h, with which the identifying process using second gear as an escapegear can be completed.

At Step 518, ATCU 20 selects third gear as an escape gear and outputscommands accordingly.

At Step 519, ATCU 20 judges whether or not the actual transmission gearratio is identical to the normal transmission gear ratio of second gear.When the answer to Step 519 is YES, the routine proceeds to Step 520. Onthe other hand, when the answer to Step 519 is NO, the routine proceedsto Step 521.

At Step 520, ATCU 20 selects an escape gear ratio set consisting offirst gear, second gear, and sixth gear, and drives the vehicle usingthe escape gear ratio set. As shown in the speed relationship diagram ofFIG. 9, second gear is established by engagement of low brake B2 and2346-brake B3. On the other hand, when third gear is selected, theapplying command is outputted to low brake B2, 2346-brake B3, and H&LRclutch C3. Therefore, in this case, the cause of failure is identifiedas the disengaging-state failure of H&LR clutch C3. First gear, secondgear, sixth gear, and seventh gear are established without engagement ofH&LR clutch C3. Accordingly, the abnormality handling shift controlprocess using the set of first gear, second gear, and sixth gear as anescape gear is ratio set is effective for providing a driving torque andenhancing the driving performance.

At Step 521, ATCU 20 judges whether or not the actual transmission gearratio is identical to the normal transmission gear ratio of third gear.When the answer to Step 521 is YES, the routine proceeds to Step 523. Onthe other hand, when the answer to Step 521 is NO, the routine proceedsto Step 522.

At Step 522, ATCU 20 selects an escape gear ratio set consisting offirst gear, second gear, and 2-3 intermediate gear, and drives thevehicle using the escape gear ratio set. Since the actual transmissiongear ratio is not identical to the normal transmission gear ratio ofsecond gear nor third gear and the possibility of the neutral-statefailure of third gear is eliminated at Step 502, it is identified thatan abnormal gear-ratio failure is present due to an interlock state. Inthird gear, this interlock state is established by the engaging-statefailure of front brake B1 or the engaging-state failure of H&LR clutchC3. On the other hand, the possibility of the engaging-state failure offront brake B1 is eliminated at Step 516. Therefore, in this case, thecause of failure is identified as the engaging-state failure of H&LRclutch C3. First gear, second gear, fourth gear, fifth gear, sixth gear,seventh gear, and 2-3 intermediate gear are established using engagementof H&LR clutch C3. Accordingly, the abnormality handling shift controlprocess using the set of first gear, second gear, and 2-3 intermediategear as an escape gear ratio set which is selected from the availableseven gear ratios is effective for providing a driving torque andenhancing the driving performance. In general, an abnormality handlingshift control process may be implemented by providing about three gearratios. In this case, 2-3 intermediate gear which is not used undernormal operating conditions is used to serve for the abnormalityhandling shift control process.

At Step 523, ATCU 20 selects an escape gear ratio set consisting offirst gear, second gear, and third gear, and drives the vehicle usingthe escape gear ratio set. The foregoing steps eliminates thepossibility of the engaging-state failure and disengaging-state failureof low brake B2, the engaging-state failure and disengaging-statefailure of direct clutch C2, the engaging-state failure anddisengaging-state failure of 2346-brake B3, the engaging-state failureof front brake B1, and the engaging-state failure of H&LR clutch C3.Although the cause of failure is not completely identified, at least theset of first gear, second gear, third gear may be normally used withoutthe influence of the failure. Accordingly, the abnormality handlingshift control process using the set of first gear, second gear, andthird gear as an escape gear ratio set which is selected from theavailable seven gear ratios is effective for providing a driving torqueand enhancing the driving performance.

In this embodiment, the cause of failure is identified by detecting theactual transmission gear ratio established by releasing some engagingelements after detection of the interlock-state failure. However, incase an interlock state is detected while drive wheels are brought to alock state due to rapid braking, there is a possibility that the drivewheels are held stationary before completing the detection of the actualtransmission gear ratio. Accordingly, in case it is determined at Step501 that the cause of failure is not identified, the abnormalityidentification control process is carried out in vehicle restart aftervehicle stop in order to reliably identify the abnormal engagingelement.

The following describes effects and advantages produced by the automatictransmission of this embodiment.

(1) An automatic transmission comprising: a planetary gear arrangement(GS1, GS2) including a plurality of rotating elements (H1, S1, R1, PC1,S2, R2, PC2, S3, R3, PC3, S4, R4, PC4), and including an input rotatingelement (INPUT) adapted to be connected to a driving source (EG) of avehicle and an output rotating element (OUTPUT) adapted to be connectedto a drive wheel set of the vehicle; a plurality of engaging elements(B1, B2, B3, B4, C1, C2, C3, F1, F2) each arranged to vary an engagementstate among the rotating elements of the planetary gear arrangement insuch a manner to establish at least a normal gear ratio set; and acontrol section (20) configured to perform the following: selecting agear from the normal gear ratio set in accordance with a running stateof the vehicle under normal operating conditions; controlling theengagement state of each of the engaging elements in such a manner toshift into the selected gear; detecting an interlock state in which oneof the engaging elements is incorrectly applied to hold the inputrotating element and the output rotating element stationary;establishing, when the interlock state is detected, an escape gear byreleasing one of the engaging elements needed to be applied to establishthe selected gear; and identifying the incorrectly-applied engagingelement in accordance with the running state of the vehicle resultingfrom establishing the escape gear, is effective for reliably escapingfrom the interlock-state failure, providing a driving torque even underfailed conditions, providing a wide available range of transmission gearratios in accordance with the identified incorrectly-applied engagingelement, and thereby ensuring an ability to drive the vehicle.

(2) An automatic transmission wherein the control section is configuredto perform the following: detecting an actual transmission gear ratiobetween the input rotating element and the output rotating element; andidentifying the incorrectly-applied engaging element based on comparisonbetween the actual transmission gear ratio and the selected gear whenthe interlock state is detected, is effective for identifying theabnormal engaging element using rotation sensors without providinghydraulic switches, which enhances the safety without cost-up andup-sizing due to additional elements.

(3) An automatic transmission wherein the escape gear is included in anescape gear ratio set including at least an emergency gear ratio setexcluded from the normal gear ratio set, is effective for providing awide range of gear ratios to drive the vehicle after detection offailures.

(4) An automatic transmission wherein the control section is configuredto complete the identifying the is incorrectly-applied engaging elementbefore stop of the vehicle after the interlock state is detected, iseffective for providing a wide range of gear ratios immediately afterdetection of the interlock state, and for specifying available gearratios at vehicle restart after vehicle stop.

Although at Step 2056 the abnormal engaging element is identified as oneof front brake B1 and H&LR clutch C3 in accordance with the presence ofengine braking, the system may be configured to use an escape gear whichis established by engagement of both of them without such abnormalityidentification.

This application is based on a prior Japanese Patent Application No.2006-92802 filed on Mar. 30, 2006. The entire contents of this JapanesePatent Application No. 2006-92802 are hereby incorporated by reference.

Although the invention has been described above by reference to certainembodiments of the invention, the invention is not limited to theembodiments described above. Modifications and variations of theembodiments described above will occur to those skilled in the art inlight of the above teachings. The scope of the invention is defined withreference to the following claims.

1. An automatic transmission comprising: a planetary gear arrangementincluding a plurality of rotating elements, and including an inputrotating element adapted to be connected to a driving source of avehicle and an output rotating element adapted to be connected to adrive wheel set of the vehicle; a plurality of engaging elements eacharranged to vary an engagement state among the rotating elements of theplanetary gear arrangement in such a manner to establish at least anormal gear ratio set; and a control section configured to perform thefollowing: selecting a gear from the normal gear ratio set in accordancewith a running state of the vehicle under normal operating conditions;controlling the engagement state of each of the engaging elements insuch a manner to shift into the selected gear; detecting an interlockstate in which one of the engaging elements is incorrectly applied tohold the input rotating element and the output rotating elementstationary; establishing, when the interlock state is detected, anescape gear by releasing one of the engaging elements needed to beapplied to establish the selected gear; and identifying theincorrectly-applied engaging element in accordance with the runningstate of the vehicle resulting from establishing the escape gear,wherein the escape gear is included in an escape gear ratio setincluding at least an emergency gear ratio set excluded from the normalgear ratio set.
 2. The automatic transmission as claimed in claim 1,wherein the control section is configured to perform the following:detecting an actual transmission gear ratio between the input rotatingelement and the output rotating element; and identifying theincorrectly-applied engaging element based on comparison between theactual transmission gear ratio and the selected gear when the interlockstate is detected.
 3. The automatic transmission as claimed in claim 1,wherein the control section is configured to complete the identifyingthe incorrectly-applied engaging element before stop of the vehicleafter the interlock state is detected.
 4. A method of controlling anautomatic transmission comprising: a planetary gear arrangementincluding a plurality of rotating elements, and including an inputrotating element adapted to be connected to a driving source of avehicle and an output rotating element adapted to be connected to adrive wheel set of the vehicle; and a plurality of engaging elementseach arranged to vary an engagement state among the rotating elements ofthe planetary gear arrangement in such a manner to establish at least anormal gear ratio set, the method comprising: selecting a gear from thenormal gear ratio set in accordance with a running state of the vehicleunder normal operating conditions; controlling the engagement state ofeach of the engaging elements in such a manner to shift into theselected gear; detecting an interlock state in which one of the engagingelements is incorrectly applied to hold the input rotating element andthe output rotating element stationary; establishing, when the interlockstate is detected, an escape gear by releasing one of the engagingelements needed to be applied to establish the selected gear; andidentifying the incorrectly-applied engaging element in accordance withthe running state of the vehicle resulting from establishing the escapegear, wherein the escape gear is included in an escape gear ratio setincluding at least an emergency gear ratio set excluded from the normalgear ratio set.